MASTER 

NEGATIVE 

NO.  94-821 07- 10 


COPYRIGHT  STATEMENT 


The  copyright  law  of  the  United  States  (Title  17,  United  States  Code) 
governs  the  making  of  photocopies  or  other  reproductions  of  copyrighted 
materials  including  foreign  works  under  certain  conditions.  In  addition, 
the  United  States  extends  protection  to  foreign  works  by  means  of 
various  international  conventions,  bilateral  agreements,  and 
proclamations. 

Under  certain  conditions  specified  in  the  law,  libraries  and  archives  are 
authorized  to  furnish  a  photocopy  or  other  reproduction.  One  of  these 
specified  conditions  is  that  the  photocopy  or  reproduction  is  not  to  be 
"used  for  any  purpose  other  than  private  study,  scholarship,  or  research." 
If  a  user  makes  a  request  for,  or  later  uses,  a  photocopy  or  reproduction 
for  purposes  in  excess  of  "fair  use,"  that  user  may  be  liable  for  copyright 
infringement. 

The  Columbia  University  Libraries  reserve  the  right  to  refuse  to  accept  a 
copying  order  if,  in  its  judgement,  fulfillment  of  the  order  would  involve 
violation  of  the  copyright  law. 


Author: 

Tratman,  Edward  Ernest 
Russell 

Title: 

Preliminary  report  on  the 
use  of  metal  track  on... 

Place: 

Washington,  D.C. 

Date: 

1889 


q4-fi2,|O"7-/0 
MASTER   NEGATIVE   « 


COLUMBIA  UNIVERSITY  LIBRARIES 
PRESERVATION  DIVISION 

BIBLIOGRAPHIC  MICROFORM  TARGET 


ORIGINAL  MATERIAL  AS  FILMED  -    EXISTING  BIBLIOGRAPHIC  RECORD 


.62 


Tratman,  Edward  Ernest  Russell,  1863- 

...  Preliminary  report  on  the  use  of  metal  track  on  railways 
as  a  substitute  for  wooden  ties.  By  E.  E.  Russell  Tratman  ... 
to  which  is  added  a  report  of  experiments  in  wood  seasoning, 
by  the  Chicago,  Burlington  and  Quincy  railroad  company,  and 
other  notes.  Comp.  by  B.  E.  Fernow.  Washington,  Govt, 
print,  off.,  1889. 

79  p.  dlagrs.  23".  (U.  S.  Dept.  of  agriculture.  Forestry  dlTiaion. 
Bulletin  no.  8) 


l^ailroad  ties,  Metal.    2.  Wood— Seasoning. 
Eduard,  ed. 


U.  S.  Dept.  of  agr.    Library 
for  Library  of  Congress 


I.  Fernow,  Berntiard 


Agr  9-376 


^^)  V   .    ^^ 


RESTRICTIONS  ON  USE: 


TECHNICAL  MICROFORM  DATA 


FILM  SIZE: 


:        36 


A^'tW 


REDUCTION  RATIO: 


\2 


IMAGE  PLACEMENT:  lA     (Ja)  IB     IIB 


DATE  FILMED: 


L[  \^^ 


TRACKING  #  : 


MS//  onss' 


INITIALS: 


V  w 


HLMED  BY  PRESERVATION  RESOURCES.  BETHLEHEM,  PA. 


> 

o 

fTi 

Q 


O 
no 


3 


> 
CD 

o  m 


OQ 


0(/)  50 


X 


N 


X 


a? 


> 


o 

3 
i 


a*^ 


Ul 


^fV. 


L"^ 


^v>> 


'V^- 
^ 


S 

3 
3 


O 


f"EEi;Ei;isi; 


Is  |g    |c.    IIP 


bo 


o 


00 


to 
b 


to 


1.0  mm 


1.5  mm 


2.0  mm 


ABCDEFGHtJKLMNOPQRSTUVWXYZ 
•bcdefghiiklmnopqretuvwxyz  1234567890 


ABCDEFGHIJKLMNOPQRSTUVWXYZ 
abcdefghijklmnopqrstuvwxyzl234567890 


ABCDEFGHIJKLMNOPQRSTUVWXYZ 

abcdefghijklmnopqrstuvwxyz 

1234567890 


2.5  mm 


ABCDEFGHIJKLMNOPQRSTUVWXYZ 

abcdefghijklmnopqrstuvwxyz 

1234567890 


5^^>. 


€i 


s 


•^^ 


¥* 


f^ 


^^ 


»'** 
''  *-«>^ 


^4t%. 


^^ 


<.^^ 
t*^ 


?* 


**'    .-^,V 


*v   ^^'^ 


fo 


f^ 


m 

o 
■o  m  "o 

OL,"0 

>  C  CO 
I  7J  ^ 

m 

73 

o 

m 


■A-. 


''  ■*#. 


*/►. 


■^ 


^O 


1— » 

l>0 

CJl 

o 

3 
3 

3 
3 

cr 
o  > 

^" 

5;rn 

Is 

^^ 
N  C/J 

o»x 

"vl-< 
OOM 

8 


0) 

cr 

o  > 

3  X 
o^ 

^i 

<-•■  ^ 

go 

^^ 

>sJ-< 

OOM 

VD 

O 


!^IH!V1A- 


■'UllLl 


-  MllliiH'- 


.ni»i»i 


•'•niiiiii':; 


"'NjU' 


^MliMl! 


Mimin'^ 


^Mjrnm 


''iiniH 


i«  ■  N 


'IdiiV"     ^ 


Miur»' 


v"iiiin' 


f'  \ 


'    ''Mlulil' 


'^lUli'' 


.      'i'lH*' 


'■illllM' 


'iUiiilll*' 


"iiiiit+J.' 


'muiijM' 


. .  '"m»i 


>'-'^i»ii. 


'MiiJlH' 


^^iMIin^" 


MflM' 


THE  UBRARIES 


SCHOOL  OF  BUSINESS 


"Mi^t^jy 


School  of  Business  Library 

Culiinibii*  \  InivrrriitY 


DEPARTMENT  OF  AGRlCuWuRE. 

forestry   division. 

Bulletin  No.  3. 


PRELIMINARY  REPORT 


ON 


(j^ 


'/ 


fV       £ 


THE  USE  OF  METAL  TRACK  OifllAlLWA 
SUBSTITUTE  FOR  WOODEN  TI 


\ 


BY 


E.  E.  Russell  Tratman.  C.  E. 


TO  WHICH  IS  ADDED 


A    KEPOKT    OF    EXPERIMENTS    IN    WOOD    SEASONING    BY    THE 

CHICAGO,  BURLINGTON   AND   QUINCY  *RAILROAD 

COMPANY.  AND  OTHER  NOTES. 


COMPILED   BY 

B.    E.    F  E  R  N  O  W, 

Chief  of  Forestry  Division. 


WASHi:?TGTON: 

GOVERNMENT   PRINTING  OFFICE. 

1889. 


.<tMlll* 


-^t? -n<<©^^t'nt^&'*<^^^  o^ 


J.  M.  RUSK, 


^ecie^a^f  (^  fSmiicuuuie. 


DEPARTMENT  OF  AGRICULTURE. 
forestry   division. 

Bulletin  No.  3. 


I 


PRELIMINARY  REPORT 


ON 


i  HE  USE  OF  METAL  TRACK  ON.  RAILWAYS  AS  A 
SUBSTITUTE  FOR  WOODEN  TIES. 


BY 


E.  E.  Russell  Tratman,  c.  E. 


TO   WHICH   IS   ADDED 


A    REPORT    OF    EXPERIMENTS    IN    WOOD    SEASONING    BY    THE 

CHICAGO,  BURLINGTON   AND   QUINCY   RAILROAD 

COMPANY.  AND  OTHER  NOTES. 


COMPILED  IJY 


B.    E.     FERNOW, 

Chief  op  Forestry  Division. 


WASHINGTON: 

GOVEK>  HENT  PRINTING  OFFICE. 

1889. 
18089— BuU.  3 1 


CQ 


•  •  *  ^  ( 

•  t »  • , 

•  •  •  •  <  I 


•  •  •   • 

•  *    . 

•  •  •  • « 

.  *  *  •  •  •  • 


•  • 


■•■"•■   k  •   > 

•    •  •    •»•»■• 

•    *  t    •   •  • 

f      « 
>•  •  •      t 

•  •      • 

• .  •  • «  • 


o 
la 

CO 


CONTENTS. 


Letter  of  transmittal ^ 

KeiK)it  ou  metal  track  in  foreign  countries 

Appendix  A:  The  Post  tie 

Appendix  B:  Some  American  metal  ties 

Metal- tie  notes 

Maintenance  expenses  of  track  ou  wooden  and  metal  ties 

List  of  United  States  patents  relating  to  metal  track 

Treatment  of  railway  ties  in  England 

Circular  in  regard  to  chestnut-oak  ties 

Correspondence  in  reply  to  the  circular  on  chestnut-oak  ties 

Speciticatious  for  wooden  cross-ties 

Report  of  experiments  in  wood  seasoning 

The  relation  of  railways  to  the  timber  resources  of  the  United  States. 


Paget 
7 
11 
18 
20 
23 
25 
36 
49 
52 
5:1 
55 
57 
63 


•  'Hi-^jLj>-" , 


LETTER  OF  SUBMITTAL. 


Forestry  Division,  Department  of  Agriculture, 

Washington,  B,  C,  February  28,  1889. 
Sir  :  I  have  the  honor  herewith  to  submit  for  publication  as  a  special 
Bulletin  a  preliminary  report  by  Mr.  E.  E.  Russell  Tratman,  C.  E.,  on 
the  use  of  metal  track  for  railways,  which  gives,  in  concise  form,  informa- 
tion in  regard  to  the  use  of  this  substitute  for  timber  ties  in  foreign 
countries. 

This  report  forms  a  fit  sequel  to  Bulletin  No.  1,  from  this  Division,  on 
tlie  *'  Relation  of  Railroads  to  Forestry,"  which  has  found  so  much  favor 
with  railroad  managers  and  engineers. 

Recognizing  that  the  enormous  drafts  of  the  railroads  on  our  timber 
resources  and  especially  on  the  young  growth— the  hope  of  our  future 
forestry— are  among  the  most  dangerous  factors  in  the  exhaustion  of 
our  timber  supply,  it  is  in  the  interest  of  forest  preservation  to  kee|> 
railroad  managers  informed  of  the  possibilities  in  the  use  of  substitutes 
and  the  advantages  to  be  derived  therefrom. 

Through  the  courtesy  of  JMr.  George  C.  S  mith,  manager  of  the  Chicago, 
Burlington  and  Quincy  Railroad  Company,  I  am  enabled  to  add,  as  of 
interest  to  the  same  class  of  readers,  an  account  of  the  highly  valuable 
experiments  on  seasoning  of  timber,  undertaken  by  the  chemist  of  that 
company. 

Notes  of  interest  bearing  on  the  same  line  of  inquiries,  such  as  have 
accumulated  in  the  Division  since  the  issue  of  Bulletin  No.  1,  have  also 
been  incorporated  in  tlie  present  issue. 

Respectfully  submitted. 

B.  E.  Fernow, 

TT       ^r  ^    ..  Chief  of  Forestry  Division^ 

Hon.  Norman  J.  Colman, 

Secretary. 


METAL  TRACK  FOR  RAILWAYS. 

(Preliminary  Report  on  the  Use  of  Metal  Track  on  Railways  in  Foreign  Countries.) 


LETTER    OF    TRANSMITTAL. 

« 

Brooklyn,  N.  Y.,  February  1, 1889. 
Sir:  In  accordance  witli  the  arrangements  made  some  time  ago,  I 
have  been  engaged  for  several  months  in  collecting  material  to  be  used 
in  the  preparation  of  a  report  to  the  Department  of  Agriculture  upon 
the  use  of  metal  track  upon  railways  in  foreign  countries  j  and  I  beg  to 
submit,  herewith,  a  brief  preliminary  report,  showing  the  scope  of  my  in- 
vestigations, and  giving  a  general  idea  of  the  extent  to  which  such  track 
is  in  use.    Attention  has  for  some  years  past  been  directed  by  the  De- 
l)artmcnt  to  the  destruction  of  the  forests  of  this  country;  and  as  the 
consumption  of  timber  for  railway  ties  is  very  great  (as  shown  in  Bulle- 
tin 1,  of  the  Forestry  Division,  on  the  ^'  Relation  of  Railways  to  Forest- 
ry," and  subsequently  in  a  paj)er  by  me  presented  at  the  annual  meet- 
ing of  the  American  Forestry  Congress,  at  Atlanta,  Ga.,  in  December, 
188S),  suggestions  have  from  time  to  time  been,  made  that  some  form  of 
metal  track  should  be  introduced,  both  to  effect  an  economy  in  the  con- 
sumption of  our  timber  resources  and  to  give  a  more  efficient,  durable,  and 
economical  track.    The  matter  has,  however,  been  given  very  little  prac- 
tical attention,  and  it  has  been  generally  taken  for  granted  that  the  use 
of  such  metal  track  in  several  foreign  countries  (of  which  the  home  and 
foreign  technical  journals  give  occasional  information)  has  been  entirely 
experimental.    This  is  an  erroneous  impression,  the  facts  being  that  ex- 
periments begun  many  years  ago  have  led  to  the  adoption  of  various 
systems  of  metal  track  in  different  countries.    A  number  of  the  systems 
tried  have  proved  fairly  efficient  in  service,  if  not  economical;  the  sys- 
tems which  have  combined  efficiency  and  economy  are  few,  but  such  a 
combination  has  been  effected,  and  there  is  no  reason  why  it  cannot  bo 
adapted  to  and  applied  in  American  practice.    The  experiments  are 
still  in  progress,  and  careful  records  are  being  kept  of  the  results  ob- 
tained, both  with  regard  to  economy  and  efficiency;  but  the  questions 
of  the  advantages  and  the  feasibility  of  metal  track  have  passed  be- 
yond the  experimental  stage,  and  metal  track  for  railways  has  been 
brought  to  a  very  practical  issue. 

My  first  proceeding,  after  the  preparation  of  the  report  had  been  de- 
cided upon,  was  to  draw  up  a  list  of  leading  questions  respecting  the 
subject  of  my  investigations  and  to  have  the  list  printed.  A  copy  of 
this  list  is  appended  hereto.    Personal  letters  have  been  written  to 

7 


8 

eDgineers  managers,  m»uufatctHie.s,etc,iu  all  parts  of  the  world,  ask- 
ing  for  luforinatioi,,  aacl  iu  eaol.  case  a  copy  of  these  questioas  has  been 
inclosed  m  order  to  show  the  character  of  the  information  desired     At 
the  commencement  of  this  comprehensive  system  of  corresiwndence  I 
was  not  very  sanguine  as  to  the  results,  but  after  about  a  year's  expe- 
nence  I  find  that  they  have  been  eraiuently  satisfactory  and  have  far 
exceeded  my  expectations.    There  have  been  written  about  two  hundred 
and  fifty  separate  letters  of  application,  and  rei.lies  have  been  received 
to  about  one  hundred  and  twenty ;  some  in  brief,  but  a  large  number  in 
detail,  acccnpamed  by  plans,  etc.    These  answers  required  acknowl- 
edgment and  sometimes  a  request  for  further  information,  and  this  has' 
entailed  a  very  large  amouut  of  personal  correspondence :  aggregatin.^ 
m  all,  be  ween  three  hundred  and  fifty  and  four  hundred  foreign  rcte.:.' 
This  work  has  been  rather  laborious,  but  the  matter  collected  has  been 
we  1    worth  the  trouble,  while  the  work  has  resulted  in  the  getting  to- 
ge  her  o  a  mass  of  information  which  has  probably  never  before  been 
gathered  for  purposes  of  compilation  and  con.parison.    The  home  and 
foreign  technical  journals  have  also  been  closely  studied.    The  varied 
...formation  thus  obtained,  with  details  of  the  various  systems  esperi- 
...euted  with  or  adopted,  it  is  intended  to  present  in  full  in  the  main  re- 
l.ort;  meanwhile,  I  am  continuing  the  investigations. 

As  the  particulars  respecting  the  le.igth  of  line  laid  with  metal  track 
have  been  obtained  from  many  separate  companies  and  officers  in  manv 
conntnes,  it  is  difficult  to  even  approximate  the  total  mileage  ;  but  the 
hgures  given  in  the  succeeding  pages  will  prove  the  great  Jxtent  of 
such  track  in  the  aggregate. 

In  Europe  it  is  the  usual  practice,  in  additio.i  to  the  use  of  metal 
track  for  railways,  to  use  steel  or  iron  lougitudinals  or  cross  ties,  or  cast 
iron  "chairs,"  for  street  railway  tracks,  using  no  woo.l  at  all,  Lut  only 

;"r  f  r  ""'"?',';  ^'r'  ""'  *'*'"  *'"^''  extensively  used  fo;  contrac 
toib  tracks,  portable  railways,  narrow-gauge  and  light  railways,  etc  in 
various  parts  of  the  world.  <"'».i.>s,ctc.,  in 

With  regard  to  this  country,  very  little  has  been  done,  although  from 
time  to  time  a  few  ties  of  different  patterns  have  been  put  down  experi- . 
mentally  The  Pennsylvania  Uailroad  has  tried  the  steel  tie  used  on 
the  Loudon  and  Northwestern  Railway  of  England,  but  the  trial  in- 
c  uded  he  entire  system  of  English  track,,  with  it«  objectionable  dou- 
ble headed  rail  supported  in  chairs;  a  form  of  track  which  it  is  to  be 
hoped  will  never  be  introduced  in  this  country.  This  trial  does  not  count 
for  much,  especially  as  the  tie  co.npleto  is  very  expensive,  owing  to  the 
amonnt  o  shop-work.  (See  "  England.")!  The  Boston  and  Maine  Rail- 
road  has_tried^Jewwrough^^  ties^ul  the  New  York  Central 

•For  descripti^irrf this. se^  paper  on  " EnglisI,  R^Iroad  Track,"  iiilhrfrans: 
actions  of  the  American  Society  of  Civit  Engineers,  Jnne,  1888. 

CompZ"XVwtT','^''T'  *"'^'"''*'  "'"'"  '"""  "^  "">  Po-'-'-Vlvania  Railroad 
Company  allot  which  havo  been  taken  out,  with  the  exception  of  those  obtained 

ftomtho  London  and  Northwestern  Railway  (E,.«laad),  which, «  .tauThave  Icei 


and  Hudson  River  Railroad  has  tried  cast-iron  "pots*'  experimentally 
on  a  small  scale.  This  latter  road  will  make  a  careful  trial  of  the 
**Hartford"  steel  tic,  which  promises  wellj  eight  hundred  of  these  ties 
have  been  ordered  and  will  be  laid  in  ApriL  Another  tie  about  to  be 
given  a  practical  trial  is  the  *^ Standard"  steel  tie,  in  which  the  rails 
rest  on  wood  blocks,  on  end  grain,  the  arrangement  being  somewhat 
similar  to  a  form  of  track  tried  on  the  Eastern  Railway  of  France.  Of 
these  types  of  tics,  however,  I  prefer  to  say  nothing  further  at  present, 
for  the  reason  that  however  advantageous  they  may  seem,  practical 
service  alone  can  decide  as  to  their  practical  advantages;  and,  if  sue- 
cessful,  they  will  doubtless  be  modified  to  some  extent  to  meet  require- 
ments met  with  in  experience,  as  has  been  the  case  with  the  "  Post"  and 
all  other  successful  forms  of  ties. 

It  should  be  borne  in  mind  that  metal  ties  should  be  adopted  not  only 
as  a  substitute  for  limber  wben  the  latter  becomes  scarce  or  expensive, 
but  also  (and  more  particularly  on  main  lines)  as  giving  a  better  and 
more  efficient  form  of  track  for  fast  and  heavy  traffic.  For  a  further 
explanation  of  this  view  I  would  refer  to  a  paper  on  "Maintenance  Ex- 
penses of  Track  on  Metal  and  Wooden  Ties,"  by  J.  W.  Post  (with  a  dis- 
cussion  written  by  myself),  in  the  Transactions  of  the  American  Society 
of  Civil  Engineers,  June,  188S.*  Descriptions  of  some  of  the  earlier 
forms  of  metal  track  are  given  in  Engineering  News,  New  York,  Janu- 
ary and  Februarj,  1887. 

In  concluding  this  introduction,  I  give  the  following  abstract  of  the 
opinions  presented  at  the  International  Railway  Congress,  held  at  Milan, 
Italy,  iu  1887:  The  opinion  presented  at  the  Congress  at  Brussels,  iu 
1885,  that  metal  ties  are  able  in  point  of  efficiency  to  compete  with 
wooden  ties,  is  not  weakened  by  the  results  of  experience  of  the  two 
years,  and  the  nse  of  metal  ties  is  extending.  In  point  of  economy, 
considering  the  first  cost  and  the  durability,  the  result  depends  upon 
the  material,  the  state  of  the  metal  market,  and  upon  local  circum- 
stances. As  to  the  cost  of  maintenance,  the  question  was  not  considered 
to  be  fully  decided  on  lines  with  a  fast  and  heavy  traffic,  but  for  lines 
with  moderate  traffic  and  speed  it  was  the  opinion  of  the  majority  that 
the  metal  tie  presented  advantages,  especially  after  the  lapse  of  a  suffi- 
cient time  for  the  earth  works  to  have  thoroughly  settled  and  for  the 
taking  up  of  all  slack  in  the  fastenings. 
I  am,  sir,  respectfully  yours, 

E.  E.  ItUSSELL  TeATMAN, 

B.  E.  Fernow,  j^,,^  ^^,  ^^^  ^  ^ 

Chief  0/  Forestry  Division,  Department  of  Agriculture. 


found  object.onaLle.  It  is  also  stated  that  as  long  as  white-oak  ties  can  be  got  at  65 
to  70  cents  each  it  would  be  foolish  to  nse  metal  ties,  "costing  $3  to  $4"  each  That 
the  cost  for  metal  ties  is  not  necessarily  as  high  as  that  given  as  objectionable  will 
appear  lurthcr  on  in  this  report;  a  good  tie  (Durand  patent)  being  claimed  to  be 
produced  from  old  rails  at  the  cost  of  $11.— B.  E.  F. 
*  See  reprint  m  this  Bulletin,  p.  5^3. 


11 


REPORT. 


CIRCULAR. 


The  following  circular  was  aildressed  to  various  railroad  companies 
and  managers  in  Europe  and  otlier  countries. 

Metal  Track  for  liailroads. 

The  infoniiatiou  outlined  below  is  desiroil  for  the  purpose  of  a  report  to  the  U.  S. 
Department  of  Agriculture  on  the  use  of  metal  ties  (sleepers)  for  railroad  tracks,  and 
it  is  requested  as  a  favor  that  all  information  furnished  should  be  as  complete  as 
possible  and  sent  at  the  earliest  possible  convenience. 

Respectfullj', 

E.  E.  Russell  Tratman,  C.  E., 
144  Memsen  street,  Brooklyn,  Neio  Fork,  U.  S.  America. 

INFORMATION. 


Railroad : 

1.  Name. 

2.  Route. 

'K  Length  of  lines  laid  with  metal 
sleepers. 

4.  Character  of  same.    (Particulars 

of  grades,  curves,  etc.) 

5.  Dates  when  laid. 

6.  Engineer  in  charge. 

7.  Character  of  traffic. 

8.  Weight  of  locomotives  and  weight 

on  driving  wheels. 

Sleeper : 

9.  Longitudinal, transvcr8e,or  bowl. 

10.  General  form. 

11.  Dimensions,  including  thickness. 

(Fijjured  drawings.) 

12.  Weight. 
1^1.  Material. 

14.  Spacing  center  to  center. 

ir>.  How   treated.     (Paint,   anti-rust 

process,  etc.) 
10.  Manufacturer. 

17.  First  cost,  at  factory  or  delivered. 

18.  Expense  of  maintenance. 

19.  Attachmeutof  rails.    (Detailsand 

drawings.) 

20.  Arrangements  for  curves. 
10 


Sleeper — Continued. 

21.  Tie-rods;  if  used,  how  attached 

and  adjusted  for  gauge. 

22.  Durability. 
Track : 

23.  Material  of  ballast. 

24.  Behavior  of  ballast  under  sleeper. 
2:').  Construction  of  road-bed.  (Draw- 
ing.) 

2C.  Section  and  weight  of  rail. 

27.  Rail  joints:  how  made. 

28.  Rail  joints;    on  sleeper  or  sus- 

pended. 
29.  Reasons  for  adopting  metal  sleepers. 
.10.  General  results:  satisfactory  or  other- 
wise. 

31.  Is  there  trouble  with  maiutenance  of 

track? 

32.  Istheretrouble  with  rail  attachments! 

33.  Is  there  trouble  from  breakages ;  how 

and  where  do  they  usually  occur? 

34.  Efficiency,   etc.,    as    compared    with 

wooden  sleepers. 
:i5.  Cost,    material,    and     durability    of 

wooden  sleepers. 
3tJ.  Climate;  and  eftect  of  same  on  metal 

or  wooden  sleepers. 

37.  General  remarks. 

38.  Opinions. 


EUROPE. 

England, — In  England,  steel  ties  iiave  during  the  past  few  years  been 
tried  to  a  greater  or  less  extent  on  quite  a  number  of  the  principal  lines. 
Foremost  among  tbem  is  the  London  and  [N^orth western  Railway,  which 
has  between  20  and  30  miles  of  track  laid  with  the  steel  cross-tie  in- 
vented  by  Mr.  F.  W.  Webb,  the  locomotive  superintendent  of  the  road. 
In  1888  there  were  83,204  of  them  in  use,  and  the  experience  with  them 
had  covered  then  six  and  one-half  years.  These  ties  have  been  experi- 
mented with  on  the  Pennsylvania  liailroad. 

The  general  type  used  is  the  steel  *' inverted  trough"  in  different 
forms,  either  rolled  or  stamped.  As  the  system  of  track,  however,  in- 
cludes the  double-headed  rail,  these  ties  are  fitted  with  the  usual  heavy 
cast-iron  chairs  to  hold  the  rail  (the  Webb  tie  has  the  chairs  made  of 
steel  plates),  and  the  track  is  unnecessarily  heavy  and  costly.  The 
chief  difficulty  is  said  to  be  in  adapting  the  steel  tie  to  the  double- 
headed  rail,  it  being  difficult  to  make  a  good  piece  of  work.  The  North- 
eastern Ifailway,  however,  is  trying  steel  ties  under  flange  rails  weigh- 
ing 90  pounds  per  yard,  which  is  a  step  toward  the  ideal  track  for  main, 
lines. 

-Fmnce.— Experiments  with  metal  cross-ties  have  been  made  on  nearly 
all  the  principal  railways,  and  a  large  number  of  types  have  been  tried,  * 
but  several  of  them  have  been  of  coi.nplicated  design,  and  therefore  un- 
economical.   Longitudinal  systems  have  been  tried  to  a  small  extent. 

On  the  Stale  Railways  a  number  of  trials  have  been  made,  and  with 
some  forms  of  tie  very  good  results  have  been  obtained,  enabling  a 
reduction  to  be  made  in  the  maintenance  statf.  In  1886  there  were  or- 
dered  17,000  ties  of  the  "  Post"  type  and  80,000  ties  of  the  old  "  Berg  et- 
Marche"  type.  In  1888  there  were  (^)2.10  miles  laid  with  the  "Pau- 
let-Lavalle{te"ties,  with  double-headed  rails  in  chairs;  (h)  7.35  miles 
laid  with  a  tie  similar  to  the  "Post"  type,  with  double-headed  mils, 
and  30,000  more  of  these  ties  had  been  ordered ;  (c)  8.86  miles  laid  with 
similar  ties,  but  with  flange  rails.  Of  these  (a)  had  been  laid  in  1885, 
{b)  and  (c)  in  1887.  On  the  Paris  and  Bordeaux  line,  4.4  miles  of  "  Vau- 
therin'Mies  of  uniform  thickness  were  laid  between  November,  1886, 
and  February,  1887  ;  4.5  miles  of  "  Vautherin  "  ties  of  varyin.:,^  thickness 
(similar  to  the  ** Post"  type)  were  laid  in  February  and  March,  1887, 
and  .56  mile  was  laid  with  the  "Boyenval  and  Ponsard"  ties  in  April, 
1888. 

The  Paris,  Lyons  and  Mediterranean  Railway  used  an  old  type  of 
iron  tie  several  years  ago,  but  abandoned  it  on  account  of  the  ties  cost- 
ing more  than  the  wooden  ties  and  giving  a  less  firm  and  durable  track ; 


12 

this  latter  defect  was  probably  duo  to  tbe  old-fasbioned  ^^gib  and  cot- 
ter  fasteuiug  employed.  These  ties  were  laid  in  1862  and  following 
years  and  had  all  been  taken  out  in  1872.  Good  results  have  been  ob- 
tained with  metal  ties  on  the  Al^^erian  system  controlled  by  this  com- 
pany.   (See  "Africa/') 

The  Northern  Eailway  laid  trial  sections  of  its  Belgian  lines  with  the 
"Severac"and  "  Bernard  "  ties  in  1885,  and  laid  10,000  of  the  former 
on  Its  French  lines  in  1888. 

The  Western  Railway,  which  used  the  old  double-headed  rail,  has  ex- 
perimented  with  iron  ties  upon  which  the  rail  chairs  were  cast;  about 
1.3  miles  were  laid  in  1887. 

The  Eastern  Railway  has  tried  steel  ties  with  wooden  cushions  or 
beariiig  blocks  under  the  rails,  and  has  also  laid  about  one  hundred  of 
the  "  Post ''  ties. 

Holland.^ln  this  country  probably  the  most  extensive  and  most  valu- 
able,  because  continuous  and  systematic,  trials  have  been  made,  and  the 
trials  have  resulted  in  improvements  which  have  served  to  develop  the 
now  well-known  and  extensively- used  "  Post"  steel  cross-tie  of  varyiuff 
t  iickness,  the  thickness  being  increased  under  the  rail  seat.  The 
Post"  tie,  the  invention  of  Mr.  Post,  the  engineer  of  permanent  way 
o  tlie  Netherlands  State  Railway  Company,  is  economical  both  in  con- 
struction  (owing  to  its  requiring  a  minimum  of  shop-work,  all  of  which 
.  adds  to  the  cost  of  a  tie)  and  in  maintenance,  and  has  proved  very 
eflBcient  in  service.  ^ 

^  On  the  Netherlands  State  Railways  the  experiments  have  been  in 
progress  since  1865,  and  the  steel  tie  designed  by  Mr.  Post  and  im- 
proved  by  him  from  time  to  time  in  the  light  of  practical  experience 
has  been  adopted  on  this  system.  In  the  early  part  of  1888  the  system 
which  comprises  910  miles  of  road,  had  91  miles  of  track  laid  with  these 
ties.  Of  10,000  ties  laid  in  1865,  9,550  were  still  in  the  track  and  were 
expected  to  last  twenty  years  more,  although  they  were  of  the  earlier 

2rnfi«o'rt''/^f  ^'  '^°''  ^''"  ^"^P^^^^^^  "1^^"-  ^«  t^  breakages, 
out  of  162,634  ties  laid,  not  one  had  broken. 

In  the  early  part  of  1888  there  were  in  use  457,300  ties  (about  23,800 

tons)  o    the  "Post"  type  in   Holland,  Belgium,  France,  Cxermany, 

Switzerland,  and  Asia  (colonies) ;  about 272,700  ties  (about  12,700  tons 

more,  including  ties  for  narrow-gauge  railways  and  for  the  rack  rail- 

rf/.nn.   '""""^'o^l?'^  ^'^"^  manufactured;  making  a  total  of  about 
730,000  ties,  or  36,500  tons,  of  this  one  type.     (See  page  25  ) 

Bcloninu-^Onth^  Belgian  State  Railway  system  the  "Post  "tie  has 
beni  hud,  but  it  is  heavier  than  that  used  on  the  Netherlands  State 
Railway  and  heavier  than  the  inventor  considers  necessary  or  desirable 
It  should  be  noted  that  it  is  not  economical  to  use  more  metal  than  exi 
perience  has  shown  to  be  necessary.  Experiments  have  been  made  on 
rather  a  large  scale,  and  in  1887  three  types  were  experimented  with 
on  various  lines,  and  one  of  these  types  appeared  to  meet  the  require- 
ments tor  fast  and  heavy  traffic.    In  1885  it  was  decided  to  put  down 


13 

35,000  ties  of  the  "  Post "  (old)  type,  35,000  ties  of  a  type  invented  by 
the  chief  engineer  of  the  road,  and  5,000  ties  of  the  "  Bernard  "  type. 
Some  "  Bernard  "  ties  were  also  laid  in  1886-'87. 

The  Grand  Central  Railway  has  also  had  satisfactory  results  with 
metal  ties.  In  1873  the  superintendent  of  permanent  way  reported  that 
he  was  fully  satisfied  with  the  experience  then  acquired  with  metal  ties, 
but  he  was  unable  to  adopt  them  further  at  that  time  owing  to  a  great 
advance  in  the  price  of  iron.  In  his  reports  for  1886  and  1887  he  stated 
that  the  favorable  results  had  been  still  more  marked,  and  during  1887 
there  were  6,000  metal  ties  laid. 

Metal  ties  of  the  "  Coblyn"  type,  for  light  railways,  have  been  defi- 
nitely adopted  by  the  Soci^t^  Anonyme  des  Chemins  de  Fer  ficono- 
miques,  and  have  also  been  tried  on  the  lines  of  the  Soci^te  Nationale 
des  Chemins  de  Fer  Vicinaux,  the  Netherlands  lines,  the  Liegeois  and 
Luxembourg  division  (on  Belgian  territory)  of  the  Netherlands  State 
Railway,  and  on  the  Liege  and  Seraing  line.  Metal  ties  have  been  tried 
on  the  Belgian  division  of  the  Northern  Railway  of  France,  including 
5,500  ties  of  the  "Bernard"  type. 

Germany. — On  the  State  Railways  a  number  of  difiereut  systems  of 
metal  track  of  longitudinal  and  transverse  types  have  been  tried  for 
several  years,  and  some  types  have  been  regularly  adopted  on  certain 
divisions.  The  investigations  and  trials  are  still  in  progress.  In  1887 
the  State  Railway  system  had  a  length  of  about  13,193  miles,  with  about 
23,062  miles  of  track  j  of  this  amount  about  5,530  miles  had  metal  track — 
3,131  miles  being  laid  with  cross-ties  and  2,399  miles  with  longitudinals. 
Very  careful  records  of  the  trials  have  been  kept.  In  the  year  1SS0-\S7 
there  were  laid  868,262  new  cross  ties  and  64,094  longitudinals.  In  Feb- 
ruary, 1888,  500,000  "Post"  ties  were  being  made  for  Germjm  lines. 

For  the  Rhenish  Railway  system  308,000  ties  (10,775  tons)  were  pur- 
chased in  1877-'79.  On  the  Left-Bank-of-the-Rhine  Railway,  which 
comprises  1,681  miles,  there  are  943  miles  with  metal  cross-ties  and 
211  miles  with  longitudinals,  the  balance  being  on  wooden  cross  ties. 
The  first  cross-ties  were  laid  in  1876  and  the  first  longitudinals  in  1872. 
Since  1879  metal  sleepers  only  have  been  used.  On  the  Elberfeld  di- 
vision of  the  Prussian  State  Railways  (1,646  miles)  there  are  790.5  miles 
laid  with  wooden  ties,  762.5  with  iron  ties,  and  93  miles  with  iron  lon- 
gitudinals.   They  were  laid  in  different  years  between  1869  and  1880. 

The  experience  with  iron  longitudinals  and  cross-ties  was  very  favor- 
able, but  still  better  results  have  been  obtained  since  steel  was  intro- 
duced. Wooden  ties  are  still  used  in  great  numbers,  partly  on  account 
of  their  lower  first  cost  and  partly  on  account  of  the  policy  of  the  Prus- 
'^ian  Government  to  keep  up  the  supply  of  timber  by  domestic  cultiva- 
tion  and  forest  management. 

Austria.— 1\\  this  country,  longitudinal  systems  of  metal  track  have 
been  extensively  used.  The  Northwestern  Railway  has  a  total  of  rm 
miles  of  track  laid  with  the  "  [loheiiog^a'r"  system  of  longitudinaLs 
and  the  economy  over  wood  is  reported  to  be  noticeable.    TUese  longi- 


14 

tndinals  liavo  been  laid  in  small  sections  year  by  year  since  187G ;  the 
earlier  ones  were  of  iron,  bnt  the  hitter  ones  are  of  steel  The  "  Heindl" 
system  of  longitudinals  is  in  use  on  a  number  of  roads ;  tlic  first  were 
hiid  in  1883,  and  at  the  end  of  1887  there  was  an  aggregate  of  about 
J  41  miles  laid  with  this  system  of  track,  a  considerable  portion  being  on 
mountain  divisions  and  including  (jAVM  miles  on  the  Arlberg  tunnel  line. 

Stcitzerland-^The  Central  Kail  way  had  100,000  metal  ties  in  use  at 
the  eiul  of  1884,  and  proposed  to  lay  30,000  per  annum  till  its  whole 
system  had  been  thus  laid.  The  Western  and  Simplon  Railways  began 
using  metal  ties  in  1883,  and  have  been  very  well  satisfied  with  them. 
The  Gotthard  Railway  uses  them  very  extensively,  and  they  have  also 
been  adopted  on  the  Mount  Pilatus  Rack-Railway.  In  February,  1888, 
the  Hoerdci  Works  reported  that  they  were  delivering  100,000  "Post" 
ties  to  the  Gotthard  Railway  and  100,000  to  the  Western  Railway. 

//rt///.— Metal  track  has  been  used  very  little,  if  at  all,  and  oak  ties 
are  obtainable  in  am[)le  quantities  and  at  a  moderate  price ;  aud  as  there 
are  extensive  timber  resources  such  track  will  not  be  necessary  for 
many  years.  It  has  been  proposed,  however,  to  lay  steel  ties  on  some 
sections  of  the  Mediterranean  Railway  system.  The  Government  has 
used  steel  ties  for  short  military  railways  in  its  African  campaigns. 

^^a/>i  — The  line  from  Bilbao  to  Las  Arenas  has  7.1  miles  laid  with 
steel  cross-ties,  and  it  is  believed  that  they  will  prove  jnore  economical 
than  wood.  The  line  is  1-metro  gauge.  The  Almaiiza,  Valencia  and 
Tarragona  line  has  2j1  miles  laid  with  the  De  Rergue  system  of  cast- 
iron  plates  connecte<l  by  tie  rods.  This  system  is  found  to  give  greater 
economy,  and  the  gauge  is  maintained  better  than  with  wooden  sleep- 
ers. The  divisiou  between  Valencia  and  Tarragona  was  laid  with  this 
track  in  1860,  and  the  division  between  Almaiiza  and  Valencia  in  1873. 

ii^weden.-^Ou  the  State  Railways  about  two-thirds  of  a  mile  were  laid 
with  metal  ties,  for  experimental  purposes,  in  June,  1S8G.  This  is  the 
only  case  where  they  have  been  used  in  Sweden  or  Norway. 

Benmark.^On  the  State  Railways  steel  cross-ties  were  laid  for  about 
18  miles  in  18S3-'S4;  but  the  results,  as  reported  to  me  in  1888,  have 
not  been  entirely  satisfactory,  owing  to  the  insutUcient  weight  and 
strength  of  the  ties. 

Russia* — Metal  ties  have  only  been  used  to  a  very  limited  extent,  on 
two  branch  lines,  and  even  there  they  have  not  been  sufficiently  used 
to  enable  any  reliable  conclusions  to  be  drawn  from  the  experiments. 

AFRICA. 

Cape  Colomj.—The  Cape  Government  Railways  have  some  sections  of 
the  lines  laid  with  cast-iron  bowls ;  they  are  arranged  in  pairs  and  con- 

*  The  metal  ties  laid  on  the  Moscow  Kursk  Railwn  y  wore  removed  because  their  main- 
teDance  was  found  more  expensive  than  that  of  wooden  ties.  It  is  claimed  that  at 
present  prices  for  wood  and  for  metal  hi  Russia,  the  metal  ties,  woii^hing  105.8  pounds, 
with  an  estimated  duration  of  thirty-five  years,  were  tv^o  .iiid  a  half  times  as  expen- 
sive as  the  pine  ties  impregnated  with  chloride  (»f  zinc,  lasting  ten  years,  and  one 
and  one-half  ns  expensive  as  oak  impregnated  aud  lasting  six  years.  Conditions  in 
Russia,  however,  are  exceptional  as  regards  labor  and  material.— B.  E.  F. 


1.5 

nected  by  transverse  tie  rods.  The  Delagoa  Bay  Railway,  one  of  the 
new  lines  opening  up  the  Interior,  is  laid  principally  with  steel  ties. 

iSenegaL—Ahont  5,000  ties  of  the  "  Severac"  type  have  been  ordered 
for  the  railways  in  this  French  colony.  Cast-iron  bowls  are  used  on  the 
French  island  of  Reunion. 

Egypt.^Ow  the  Egyptian  Agricultural  Railways,  wrought-iro?i  plates 
connected  by  tie  rods  have  been  used,  and  also  cast-iron  "pi>ts"  or 
bowls.  In  the  English  campaign  of  1S85  a  short  lengtli  of  light  rnil- 
way  of  18inch  gauge,  with  corrugated  steel  cross  ties,  was  laid  at  Sua- 
kim,  but  the  line  was  soon  taken  up. 

AZ^ericf.— Metal  ties  are  used  on  the  Algerian  lines  controlled  by  the 
Paris,  Lyons  and  Mediterranean  Railway  Company  (France)  j  10,000 
ties  were  laid  in  1870,  and  have  given  good  results.  In  18J7-'G9'the 
Algiers  and  Oran  line  put  down  90,000  iron  ties  of  the  "Vautherin^^ 
typej  the  B6ne  and  Guelma  line  put  down  3,500  ties  of  the  ^'Severac" 
type  and  2,500  of  the  ''  Boyenval-Ponsard"  type.  It  is  estimated  that 
the  use  of  metal  ties  has  saved  one-fourth  of  the  labor  formerly  required 
for  maintenance,  or  about  $60  per  mile  per  annum. 

* 

ASIA. 

Jndm.— In  this  country,  steel  cross-ties  and  cast-iron  bowls  and  plates 
(the  latter  types  arranged  in  pairs)  are  very  extensively  used,  and  the 
use  of  metal  track  is  extending  very  rapidly,  large  contracts  biing  \m 
quently  awarded  for  the  companies'  and  the  Government  lines.  Ev  e;j 
in  Burmah,  where  wood  has  been  generally  used  till  recently,  steel  tics 
are  beginning  to  be  introduced. 

About  525,000  tons  of  steel  ties  have  been  sent  out  from  Englaiul 
during  the  last  few  years,  and  there  are  nearly  300  miles  of  (he  State 
lines  now  laid  with  this  form  of  track ;  a  large  number  of  miles  of  private 
companies'  lines  are  also  laid  with  steel  ties.  The  general  results  are 
reported  to  be  good,  and  the  ties  give,  on  the  whole,  much  satisfaction. 
They  are  used  for  lines  of  1  metre  and  5  feet  G  inches  gauge. 

There  are  over  1,600  miles  laid  with  cast-iron  track  of  different  types, 
and  these  also  give  satisfactory  results  in  general.  Such  tracks  have 
been  in  use  for  twelve  or  fourteen  years.  Of  the  "  Denham  Olpherts  " 
type  alone  more  than  2,000,000  pairs  have  been  made  for  double  headed 
rails  and  about  600,000  pairs  for  flange  rails.  On  the  East  Indian  Rail 
way  there  were  1,311,000  of  these  "  Denham-Olpherts"  plate  sleepers 
at  the  end  of  1887,  and  the  breakages  since  1885  had  averaged  oidy  0.81 
per  cent,  per  annum.  They  give  good  results  in  reducing  the  work  ol 
maintenance,  there  being  a  saving  of  about  6J  per  cent,  of  renewals  pt  r 
annum.  In  some  of  these  sleepers  wooden  cushions  are  used  for  the  rad^ 
to  rest  on.  On  one  division  of  the  Indian  Midland  Railway  the  i)ercent- 
age  of  renewals  of  the  ^'  Deidiam-Olp'ierts"  plate  sleepers  wasO.;{!. 

e/ajoaw.— A  few  cast-iron  ''  pol  "  sleepers  were  laid  when  the  first  lines 
were  built,  about  1871,  but  they  have  nearly  all  been  taken  up  again  and 
hardly  any  now  remain  in  the  track,  while  for  new  lines  timber  ties  are 
used  exclusively. 


16 

China, — Steel  cross-ties  are  to  be  tried  as  an  ezperiment  on  the  new 
railway  which  was  opened  last  year. 

AUSTRALIA. 

Queensland.^The  first  metal  sleepers  ever  made  in  Australia  have 
been  tried  in  this  colony,  an  experimental  section  of  a  few  miles  long 
having  been  laid  with  the  "  Phillips  "  type.  This  is  a  steel  cross-tie 
intended  for  prairie  work,  where  the  track  is  laid  on  the  surface  of  the 
ground  5  it  is  designed  to  be  used  without  ballast,  being  simply  packed 
with  surface  soil.  Some  years  ago  about  1,000  wrought  iron  ties  were 
laid,  but  they  only  lasted  about  five  years,  as  they  generally  fractured 
under  the  rail-seats,  owing,  it  is  said,  to  defective  fastenings  ;  they  were 
laid  in  broken-stone  ballast. 

In  regard  to  the  "Phillips"  type,  Mr.  Phillips  kindly  reports  to  me 
as  follows,  under  date  of  January  2,  1889,  and  it  is  especially  interest- 
ing as  showing  that  metal  track  is  adapted  for  other  lines  than  those 
with  heavy  traffic: 

I  have  just  rctnrned  from  North  Queensland,  where  I  havo  !»oen  constructing  a 
section  of  railway  36  miles  in  length  on  my  system.  The  country  I  am  dealing  with 
is  between  the  port  of  Normanton,  in  17^  45'  S.  lut.  and  141  10'  E.  long.,  and  a  new 
goldfield  by  the  name  of  Croydon,  situated  about  83  miles  E.  S.  E.  from  Normanton. 
The  country  is  almost  uniformly  even,  and  the  Norman  River  is  the  only  important 
river  crossed.  The  first  4  miles  are  over  gravel  ridges,  when  a  descent  of  1  in  70  for 
half  a  mile  brings  the  line  down  to  the  level  of  tho  river  flats ;  the  soil  is  dark  clay 
with  a  slight  admixture  of  alluvial  sand.  This  description  of  country  extends  to  14 
miles,  where  the  river  is  crossed  with  a  low  level  timber  bridge  (principally  20-feet 
spans)  on  a  sandstone  rock  bottom.  Thence  to  Croydon  the  country  is  very  uniform 
in  character— fine  sandy  soil,  covered  with  a  more  or  less  thick  forest  of  inferior  and 
stunted  timber,  sometimes  dense  enough  to  be  called  brush  or  scrnb.  There  is  no 
forest  timber  of  suflBcient  dimensions  in  the  district  available  for  ties  or  bridge  work, 
neither  is  there  any  stone  for  ballast,  except  by  quarrying  below  the  surface,  and 
that  is  sandstone  of  an  inferior  and  very  soft  description.  The  country  is  almost 
uniformly  even,  except  at  the  4-mile  peg,  where  there  is  a  cutting  of  about  5  feet  and 
an  embankmeut  of  equal  height.  I  commenced  track-iaying  July  7,  and  completed 
3i  miles  on  December  29  ;  fully  seven  weeks  were  lost  through  non-delivery  of  ties, 
so  that  the  average  rate  of  progress  was  IJ  miles  per  week  of  six  working  days. 
The  number  of  men  employed  in  (a)  clearing  track  GG  feet  wide,  (6)  grubbing,  (c) 
ploughing,  harrowing,  and  rolling  central  width  of  10  feet,  (d)  track-laying,  (e)  lifting 
and  packing  ties,  and  (/)  straightening  track,  never  exceeded  G5,  with  one  team  of 
bullocks  (12)  and  one  horse.  Cost  per  mile  for  labor  only,  $GoO;  wages  for  laborers, 
$2.50  per  dayj  gangers,  $3.15.  The  ploughing,  harrowing,  and  rolling  cost  $75  per 
mile,  and  is  included  in  the  $630.  The  total  cost  was  under  $15  per  lineal  foot. 
The  best  day's  work  was  .525  mile,  and  the  best  week's  work  a  little  over  2  miles. 
No  ballast  has  been  provided  and  no  side  or  cross  drains  cut;  the  only  water- 
ways are  at  well-defined  and  water-worn  channels.  The  total  timber  bridging  on 
the  3G  miles  is  1,108  lineal  feet,  and  only  one  box-drain  has  been  put  in.  From 
20J  miles  to  36  miles  there  is  not  a  single  water-way  of  any  description.  The  cost  is 
under  $15  per  lineal  foot. 

The  material  train  has  never  failed  to  run  to  the  head  of  the  road  daily,  from  the 
commencement  of  track-laying,  although  there  have  been  some  very  heavy  thunder- 
storms with  1  to  2  inches  of  rain-fall  in  an  hour.  The  track  is  laid  with  steel  flange 
rails,  41^-  pounds  per  yard,  26  feet  long,  fastened  to  mild  steel  cross-ties,  weighing  84 
pounds  each,  11  ties  to  a  rail  length.    The  average  gross  load  of  the  material  train, 


17 

100  tons.  The  locomotive  employed  is  a  six-wheeled  engine  of  English  buikl.  The 
country  passed  through  is  believed  to  be  the  softest  in  wet  weather  to  be  found  in 
Australia,  but  so  far  no  trouble  has  been  exi)erienced  with  the  line.  The  country  is 
infested  with  white  ants  (termites),  and  ties  of  the  best  hard  woods  of  the  colony 
will  not  last  more  than  3  years  in  the  form  of  tics.  The  government  now  in  power 
are  not  very  favorable  to  my  system,  but  I  hope  to  be  able  to  induce  them  to  complete 
the  Croydon  Railway  on  my  system.  I  believe  my  system  might  be  applied  Avith 
advantage  to  your  prairio  country  subject  to  heavy  rain-falls. 

Neic  SoutJi  Wales, — About  1,000  steel  cross-ties  were  laid  in  18S2.  In 
1887  it  was  reported  that  they  were  in  bad  condition,  but  this  may  have 
been  due  (if  correct)  to  the  fact  that  the  manufacture  of  steel  ties  was 
in  its  infancy  in  1882. 

JSouth  Australia, — In  March,  1888,  the  agent-general  in  England  re- 
ported to  me  that  metal  sleepers  were  being  laid  on  a  new  line  145  miles 
long,  not  then  open  to  traffic. 

SOUTH  AMERICA. 

Argentine  Republic. — In  this  State,  cast-iron  "pot''  sleepers  are  used 
almost  exclusively,  except  in  the  far  west  and  north.  The  Buenos 
Ay  res  Great  Southern  Railway,  which  began  operations  in  1805,  has 
135  miles  of  double  track  and  81 9 J  miles  of  single  track  laid  with  cast- 
iron  sleepers  of  an  improved  design.  They  are  adopted  on  account  of 
tlie  difilculty  of  procuring  good  hard-wood  ties  in  sufficient  quantity 
and  the  greater  expense  of  these  wooden  ties;  also  because  they  give 
{>  more  rigid  and  satisfactory  track.  The  Central  Argentine  Eailway 
lias  246  miles  laid  with  cast-iron  track.  The  Santa  Fe  and  Cordoba 
Kailway  ordered  20,000  steel  ties  in  England  in  1888. 

Chili. — Steel  ties  have  been  tried  to  a  small  extent,  but  the  type  was 
considered  too  heavy  and  expensive.  Previous  to  the  award  in  No- 
vember last,  to  an  American  syndicate,  of  the  contract  for  building  about 
780  miles  of  railways  for  the  State,  proposals  had  been  invited  by  the 
Chilian  legation  in  France  for  the  supply  of  739,400  metal  ties  0  feet 
long  and  725,100  ties  4J  feet  long. 

United  States  of  Colombia. — There  has  been  some  talk  of  adopting 
metal  ties  on  the  Bolivar  Kail  way. 

MEXICO. 

The  Mexican  Railway  (Vera  Cruz  line)  is  using  a  large  number  of 
steel  ties  of  the  type  in  general  use  in  India,  and  has  obtained  very 
good  results  with  them,  especially  at  times  when  the  road  has  been 
flooded.  These  ties  were  first  used  in  1884,  and  at  the  end  of  June. 
1888,  there  were  46J  miles  of  track  laid  with  steel  ties.  The  Mexican 
Central  Railway  has  been  contemplating  the  adoption  of  the  same  typo 
of  tie  on  the  mountain  division  of  the  road,  the  advantages  beinjr  that 
they  last  longer  than  wooden  ties  and  keep  the  track  in  perfect  gauge. 

The  above  report  is  respectfully  submitted  for  consideration. 

E.  E.  Russell  Tratman, 

February  1,  1889.  Jnn.  Am.  Sac.  C.  E. 

18680— Bull.  3 2 


18 


19 


Appendix  A, 


THE  *'POST"  TIE. 


This  tie,  of  which  so  uuicU  has  been  heard,  is  probably  the  most  suc- 
cessful of  all  the  various  types  of  metal  ties  that  have  been  put  iu  serv- 
ice, and  the  success  is  largely  due  to  the  care  which  has  been  taken  in 
noting  the  results  obtained  and  in  making  such  improvements  as  expe- 
rience has  shown  to  be  desirable.  Consequently,  the  present  form  of  the 
tie  is  the  result  of  many  improvements,  and  represents  several  years  of 
experience  and  careful  study.  It  is  a  cross-lie  rolled  from  mild  steel 
(Bessemer,  Thomas,  or  Sieinens-Martin);  its  section  is  that  of  an  inverted 
trough,  with  flaring  sides  forming  a  section  of  a  polygon;  it  is  narrow 
and  deep  in  the  middle,  the  ends  are  closed,  and  the  bottom  edges  are 
thickened  to  form  a  rib.  One  of  its  special  features  is  its  varying  thick- 
ness, giving  an  ample  thickness  of  metal  at  the  rail  seat,  where  the 
greatest  strength  is  required,  and  a  less  thickness  at  the  middle  and 
ends.  Thus  the  weight  of  the  ties  as  now  used  is  from  110  i)ounds  to 
121  pounds  each,  corresponding  to  12G.5  and  139.15  pounds  if  they  were 
of  uniform  section.  This  feature  represents,  therefore,  an  economy  of  15 
per  cent,  of  metal  as  compared  with  a  tie  with  a  uniform  thickness  equal 
to  the  maximum  thickness  of  the  *'  Post "  tie.  In  the  operation  of  roll- 
iug,  the  varying  thickness  is  given  and  also  the  shape  of  the  tie,  while 
the  bending  of  the  ends  to  give  the  rails  an  inward  inclination  of  1  in  20 
(in  accordance  with  European  practice)  is  done  during  the  same  opera- 
lion. 

The  shape  of  the  middle  portion  of  the  tie  is  designed  with  a  purpose, 
as  it  is  claimed  that  by  narromng  this  i)ortion  the  ballast  is  kept  from 
working  away  from  under  the  rail  seat,  and  in  this  way  a  stable  road-bed 
and  track  are  secured,  thus  diminishing  the  work  of  maintenance.  It 
prevents  the  tendency  of  the  ballast  to  work  towards  the  middle  and 
form  a  ridge  on  which  the  tie  would  rest,  giving  a  rocking  motion  to  the 
track,  but  gives  it  a  tendency  to  pack  well  under  the  rail  seat.  The  in- 
creased depth  of  this  portion  gives  additional  strength  to  resist  bending 
and  also  offers  increased  resistance  to  creeping. 

The  following  are  the  principal  dimensions,  given  in  the  original 
metric  measure  and  also  reduced  to  feet  and  inches:  Length  over  all, 
2.55  to  2.65  metres  (8.304  to  8.692  feet) ;  width  over  all  at  rail  seat,  235 
millimetres  (9.40  inches) ;  width  over  all  at  fniddle,  about  5.30  inches; 
width  of  rail  seat,  110  millimetres  (4.40  inches) ;  width  of  end,  280  milli- 
metres (11.20  inches);  depth  under  rail,  74.5  to  75.5  millimetres  (2.98  to 
3.02  inches) ;  depth  at  middle,  125  millimetres  (5  inches).  Thickness  of 
cross-section  at  rail  seat  varies  as  follows:  Thickness  at  bottom  of  flauge,  6 
millimetres  (.24  inch) ;  thickness  at  upperpartof  flange,  7  millimetres  (.28 
inch) ;  thickness  at  rail  seat,  9  to  10  millimetres  (.30  to  .40  inch) ;  thick- 
ness at  bolt-holes,  12  to  13  millimetres  (.48  to  .52  inch) ;  thickness  at 


middle  and  ends,  6  to  7  millimetres  (.24  to  .28  inch).    The  rib  on  the 
lower  edge  of  the  iianges  has  a  depth  of  about  18  millimetres  (.72  inch) 
and  projects  about  13  millimetres  (.52  inch)  beyond  the  outer  face  of  the 
flange. 

For  narrow-gauge  and  light  railwa^^s  the  dimensions  would  be  re- 
duced in  accordance  with  the  weight,  and  for  such  lines  a  weight  ot  72.(1 
to  77  pounds  is  considered  sufficient. 

For  rail  fastenings  reliance  has  been  jflaced  upon  bolts,  and  the  re- 
sults have  been  entirely  satisfiictory ;  the  fastenings  keep  tight,  pre- 
vent vibration  and  rattling,  and  require  little  attention  after  the  track 
has  become  well  settled.  The  bolt-holes  are  oblong,  and  hive  rounded 
corners.  The  bolt  used  is  91  millimetres  (3.64  inches)  long  and  22  mil- 
limeters (.SS  inch)  iu  diameter;  it  has  a  J-head  38  by  46  millimetres 
(1.52  by  1.84  inches),  and  a  cam  shaped  or  eccentric  neck  22  by  30  milli- 
metres (..S8  by  1.20  inches),  for  the  purpose  of  allowing  an  adjustment  of 
gauge  at  curves,  switches,  etc.  The  bolt  passes  up  through  the  tie  and 
through  a  **crab'^  washer  which  bears  on  the  flange  of  the  rail  and  the 
face  of  the  tie;  a  Verona  nut-lock  is  then  put  on  and  the  nut  screwed 
down  upon  it.  The  upper  face  of  the  washer  and  the  lower  face  of  the 
nut  are  indented,  so  as  to  give  a  good  hold.on  the  nut  lock.  The  ties 
are  sent  out  to  the  track  with  the  fastenings  separate  in  kegs,  or  with 
the  bolts  in  place  and  the  nuts  loosely  screwed  on,  according  to  the 
wishes  of  the  division  engineers ;  some  of  whom  prefer  one  plan  and 
Gome  the  other. 

This  tie  presents  the  following  advantages  : 

First  Economy  in  material ;  owing  to  the  maxinuim  thickness  being 
given  at  the  rail  seat  and  a  less  thickness  at  the  middle  and  ends,  this 
effects  a  decided  saving  in  weight  and  first  cost. 

Second.  Economy  in  manufacture;  owing  to  the  shaping,  bending, 
and  varying  of  the  section  being  all  done  in  the  operation  of  rolling, 
ttius  reducing  the  shop-work  to  a  minimum;  which  is  an  important  con- 
sideration. 

Third.  Economy  in  maintenance;  owing  to  the  little  care  and  atten- 
tion required,  as  shown  by  years  of  actual  service. 

Fourth.  Efficiency  in  making  a  good  track;  as  also  proved  by  years 
of  actual  service. 

Fifth.  Adjustment;  owing  to  the  arrangement  of  the  fastenings  per- 
mitting the  gauge  to  be  widened  at  curves  and  narrowed  at  switches  ; 
which  is  an  important  feature  when  a  tie  is  adopted  on  a  considerabh' 
length  of  tra^ck. 

E.  E.  II.  T. 


20 


21 


Append i.v  B. 

SOME  AMERICAN  METAL  TIES. 

ThelnternMfional  tic-Thi^  is  a  rolled  steel  tie,  the  section  of  which 
rP.ai«bIesa  priutei^s  "  brace '^  (^^)j  originally  it  was  made  in  two 
pieces,  riveted  together  at  the  middle  flange,  but  it  is  now  to  be  rolled  in 
one  piece.  The  dimensions  are  as  follows:  Length,  8  feet;  width,  10 
inches;  side  flanges,  2?  inches  deep;  middle  flanoe,  2  inches  high;  thick- 
ness, from  yi.-inch  at  the  lower  partof  the  side  flanges  to  f,  inch  at  the  mid- 
dle. Xbe  middle  flange  is  cut  away  in  two  places  for  the  rails.  The 
fastenings  consist  of  flat  wrought-iron  clips,  one  on  each  side  of  the  rail, 
which  are  bolted  to  the  flange  of  the  tic  and  have  projections  which 
bear  upon  the  rail  flange.  Some  of  these  ties  have  been  in  use  for  more 
Uiaii  two  years  on  the  Boston  and  Maine  Railroad  and  the  Maine  Central 
Kailroad  ;  the  Long  Island  Railroad  is  now  giving  them  a  trial 

The  Hartford  //^.-This  is  a  rolled  steel  tie,  of  inverted  trough  sec- 
tion, with  a  channel  or  groove  along  the  whole  length  of  the  top  table 
ami  having  the  emls  curved  down  to  hold  the  ballast.    The  dimensions 
are  as  follows:  Length,  7  feet  G  inches;  width  at  top,  8  inches ;  width 
at  bottom,  lOi  inches;  depth,  2J  inches;  thickness,  %  inch  at  sides  and 
To  inch  at  top;  the  channel  or  groove  is  2i  inches  wide  and  5  inch  deep 
The  weight  is  about  120  pounds.     The  fastening  for  each  rail  consists  of 
two  clamps  |-inch  thick,  with  a  hooked  projection  at  the  broad  end 
which  holds  the  flange  of  the  rail ;  these  clamps  are  wedge  shape<l  iii 
plan,andliein  the  channel  above  mentioned.     A  bent  bolt,  with  its  head 
at  an  angle  of  53  degrees  with  the  body,  is  used  on  each  sideof  the  rail  • 
the  nead  is  on  the  under  side  of  the  tie  and  the  body  passes  up  ihrou"!. 
t.ie  tie  and  clamp,  the  nut  bearing  on  the  inclined  face  of  the  clarirp 
This  IS  the  fastening  as  improved  by  Mr.  Katte,  the  chief  engineer  cf 
the  New  York  Central  and  Hudson  River  Railroad.     Bv  this  arian-e- 
ment,  the  bolt  being  at  an  angle,  a  strong  grip  is  secured,  ;ind  theiv  is 
bttle  tendency  tojar  the  bolts  loose;  to  prevent  such  loosening,  how- 
ever,  the  bolt  has  the  IJarvey  grip  thread,  which  forms  a  nut-lock  in  it- 
self.    The  fasteningpermitsof  a  very  wide  rangeof  adjustment  of  gan-e 
These  ties  have  not  yet  been  tried,  but  the  New  York  Central  and  Hud- 
son River  Railroad  will  lay  800  of  them  in  April,  and  careful  observations 
will  be  made  as  to  the  results. 

The  iitandard  </e.— This  is  a  steel  tie  of  channel  section  (U)  stamped 
to  shape  from  a  plate.  The  bottom  is  cut  away  at  the  middle,  and  is 
bent  up  at  an  angle  to  oflfer  resistance  to  lateral  motion,  the  ends  being 
open.  The  rail  does  not  rest  upon  the  vertical  sides  of  the  tie,  which 
are  cut  away  for  a  dei)th  of  three-fourths  of  an  inch  under  the  rail,  but 
rests  npon  a  block  of  preserved  wood  (placed  with  the  grain  vertical) 
The  tie  is  intended  to  be  tilled  with  ballast.  The  fastenings  consist  of 
Z-shaped  clips,  the  upper  part  holding  the  rail  flange  and  tiie  lower 


part  taking  a  bearing  on  the  under  side  of  the  bottom  of  the  tie;  the 
upright  web  is  nearly  vertical,  but  curved  so  as  to  grip  the  wood  block. 
A  bolt  passes  horizontally  through  the  two  clips  and  the  block,  near 
the  top  of  the  latter,  holding  all  the  parts  firmly  together.  At  the  rail- 
joints  it  is  intended  to  use  a  tie  of  extra  width,  with  wide  clips  and  two 
holts,  and  it  is  claimed  that  this  fastening  will  be  sufficient  in  itsflf, 
and  will  obviate  the  necessity  of  using  splice  plates.  These  ties  have 
not  yet  been  in  service,  but  arrangements  have  been  made  for  their 
manufacture,  and  it  is  said  that  they  will  soon  be  tried  on  a  Western 
road.  The  claim  is  made  that  they  are  specially  a(lai)ted  fi»r  roads 
with  a  narrow  width  of  ballast,  owing  to  the  resistance  to  lateral  move- 
ment being  at  the  middle  instead  of  the  ends  of  the  tie. 

The  Taylor  tie. — This  is  an  iron  or  steel  tie  on  the  '^bowl"  system, 
each  tie  consisting  of  a  separate  piece  under  each  rail,  connected  by  a 
third  piece  forming  a  tie-bar.  Thcf  rail-bearers  are  short  pieces  of  in- 
verted trough  section,  placed  longitudinally  with  the  rail,  and  have  a 
vertical  transverse  slot  through  .which  the  deep  flat  tie-bar  passes. 
The  inside  flange  of  the  rail  is  held  by  clips,  forming  a  part  of  the  top 
table  of  the  trough,  and  the  outside  flange  is  held  by  a  hooked  projec- 
tion at  the  end  of  the  tie-bar.     No  bolts  or  other  loose  parts  are  used. 

The  Touceif  tie. — This  is  a  cast  iron  "  pot"  tie  designed  by  IMr.  Toucey, 
general  superintendent  of  the  New  York  Central  and  Hudson  River 
Kail  road.  Each  tie  consists  of  two  '*■  pots,"  of  H -section,  with  outward 
flaring  sides ;  the  "  pors"  are  connected  by  a  tie-rod,  the  ends  of  which 
are  bent  at  right  angles  to  fit  into  a  hole  in  the  horizontal  web,  the  rod 
l):issing  through  a  hole  in  the  side.  The  "  pots  "  are  18  inches  long,  9| 
inches  wide  on  top,  IGJ  inches  wide  at  bottom,  and  Sf-^  inches  deep; 
the  thickness  varies  from  one-half  inch  to  1  inch.  The  space  above  the 
web  is  filled  with  an  oak  block,  to  which  the  rail  is  secured  by  the  Bush 
interlocking  bolts.  These  ties  are  in  use  at  the  Grand  Central  Depot 
in  New  York  City. 

A  cha7^n€l  tie. — A  channel  tie  was  used  by  the  Pennsylvania  Rail- 
road for  some  years  subsequent  to  1880.  In  that  year  soaie  were  laid 
on  the  Filbert  Street  extension,  and  in  1885  about  400  or  500  were  laid 
on  the  main  track  in  the  West  Philadelphia  yard.  The  tie  consisted  <>1 
an  ordinary  7-inch  ckannel  iron  (i  1)  8  feet  G  inches  long;  the  cuds 
were  closed  by  a  piece  of  angle-iron  riveted  on,  and  a  cross  piece  ot 
angle-iron  was  also  riveted  inside  the  channel,  just  under  the  outer 
flange  of  the  rail.  The  fastenings  for  each  rail  consisted  of  a  piece 
of  angle-bar  riveted  to  tlie  face  of  the  tie  (the  rivets  passing  through 
the  angle-bar,  tie,  and  inside  angle-iron)  on  the  outside  of  the  rail,  and 
a  loose  flat  clip  on  the  inside  of  the  rail,  fastened  by  bolts.  Writing  in 
18SG,  Mr.  Brown,  the  chief  engineer  of  the  Pennsylvania  Railroad,  said  ; 

These  tics  cost  from  $3  to  $4  each.  As  long  as  wo  cau  get  good  oak  ties  for  not  ex- 
ceeding; $1  each,  I  woul'.l  not  recommend  making  the  cban<];e,  although  they  give 
perfect  satisfaction  and  are  no  more  troubliJ  to  keep  in  line  and  surface  than  wooden 
ties.  E.  E.  R.  T. 


22 


THE  DUEAND  TEE. 

Tbis  tie,  among  the  latest  patented  in  this  country,  has  been  in  use 
on  a  private  trial  line  in  the  French  Alps. 

It  resembles  most  nearly  the  "  Post "  tie. 

It  is  produced  by  converting  old  rails  into  metal  sheets,  from  which 
the  fie  IS  stamped  out  by  special  machinery,  requiring  no  further  slioi. 
xvork  than  the  fasteningof  the  bolts,  which  are  welded  to  the  tic  while  hot 

The  cross  section  is  of  the  "  Vautheiin"  or  "Zores"  type,  like  the 

l-ost  t'o,  narrowed,  and  depressed  in  thecentefandslightlycurvine 
towards  the  end.,  as  well  as  to  the  middle  of  the  tie.  LeuKthwiso  co.^ 
rugations  on  the  face  of  the  lie  under  the  rail-seat,  and  if  deemed  ncc 
essary,  vertical  corrugations  on  the  sidefaces,  are  intended  to  give  ad- 
ditioiial  strength,  allowing  a  saving  of  metal  as  against  the  '<  Post"  tie 
The  width  on  top  under  the  railfopt  is  10  inches  and  across  the  lower 
edges  12  inches. 

The  ends  are  open  bnt  can  be  closed  if  desired  by  a  special  cap,  which 
IS  put  on  after  the  tie  is  placed  and'cau  be  easily  removed  if  necessarv 
l.ermitting  access  to  the  lower  side,  bolts,  etc.,  without  removing  the  ti' 
entirely  Experience,  however,  with  the  openend  type  seems  t..  have 
proved  thot  the  curvature  of  the  ends  is  sufficient  to  prevent  the  blow-' 
ing  out  of  ballast. 

The  fastening  of  the  rails  is  eflected  by  means  of  four  bolts  with  snc- 
cially.fltted  Theads,  which  are  inserted  and  partially  welded  to  the  tic 
fron.  below  during  its  manufacture,  and  are  prevented  from  turnin-  b^ 
a  shoulder  in  the  tic.  A  washer  of  soft  metal  is  so  adapted  as  to  p.;. 
vent  any  loosening  of  nuts  above,  an  indentation  on  the  lower  side 
(ittiiig  into  a  similar  indentation  in  the  tie,  and  one  flange  beinsr  bent 
upwards  after  screwing  down. 

Per  curves  switches,  etc.,  the  adaptation  of  shape,  inclination,  and 
.  gauge  18  effected  in  the  manufacture  by  iuterchaageable  pieces  in  the 
stamping  apparatus. 

The  placing  of  the  tie  is  effected  by  laying  it  on  the  ballast  and  bury- 
Hig  It  m  the  same  by  means  of  a  rocking  motion  with  the  help  of  levers 
inserted  into  holes  made  at  the  ends  of  the  tie  in  manufacturing.    No 
digging  of  a  tie-bed,  no  tamping  is  needed.    The  draihage,  a  verv  im 
portaut  requirement  is  well  provided  for.  " 

The  weight  of  the  lie  is  made  variable  by  either  rolling  the  metal- 
sheets  to  three-sixteenths  of  an  inch,  which  gives  a  CJ  pound  tie,  or  five- 
sixteenths  of  an  inch,  which  will  make  it  about  100  pounds 

The  cost  is  claimed  to  be  $1  or  $1.35  respectively,  if  man,;factured  in 
the  United  States.    The  cost  of  manufacture  is  calculated  at  30  cents 
allowing  a  railroad  company  to  use  up  the  old  rails.    The  plant  for  roll' 

Z!^°  51'lVnn  ""''"'  *""'  '^^'"P'"^  **""  ""  '^  «''"Pl«5  *'«  «o«t  isosti- 
mated  at  ^i>,uOO. 

The  Dnraud  tie,  with  less  metal,  promises  to  give  the  same  streDgth 
and  18  more  easily  j)lace(l  tbau  the  "  Post^^  tie.—B.  E.  F. 


METAL  TIE  NOTES, 


The  following  matter  has  been  appended  as  of  interest  in  the  discus- 
sion of  the  desirable  change  from  wooden  to  metal  ties. 

These  notes  originate  in  part  with  Mr.  Tratman,  or  else  are  copied 
from  other  publications. 

The  ephemeral  literature  on  the  subject  is  growing  rapidly,  and  by 
the  time  Mr.  Tratmau's  final  report  will  go  to  press,  it  will  have  become 
desirable,  with  it,  to  present  in  abstract  the  useful  information  which 
has  thus  accumulated.  By  that  tim^it  is  hoped  that  more  experiences 
from  trial  tests  ou  railroad  lines  of  our  own  country  may  also  be  re- 
corded. 

As  this  Bulletin  goes  to  press,  two  interesting  items  of  news  on  the 
railroad  tie  question  have  reached  this  office.  The  one  relates  to  the 
remarkable  durability  of  lignum-vitae  cross-ties  on  the  Panama  Rail- 
road—thirty- five  years.  Tliat  there  is  any  likelihood,  as  some  papers 
seem  to  anticipate,  that  this  discovery  will  in  any  way  influence  the 
use  of  metal  ties  by  possible  competition  of  this  wooden  tie,  I  am  in- 
clined, for  various  reasons,  to  doubt. 

Perhaps  of  more  influence  on  this  subject  may  become  the  introduc- 
tion of  stone  sleepers  in  combination  with  the  "Elastic  Tie-Plate," 
which  was  originally  intended  to  improve  the  track  on  wooden  ties,  but 
has  proved  itself  of  service  on  rock  sleepers  in  an  experiment  made  by 
the  Ystad-Eslof  Railway  in  Sweden.  Yet  we  are  inclined  to  think  that 
even  this  kind  of  substructure,  if  found  as  efficient  as  is  claimed,  would 
not  threaten  as  much  competition  with  the  metal  track  as  it  might  at 
first  appear  to  do,  except  under  special  conditions. 

The  theoretical  requisites  for  a  perfect  metal  tie  arc  now  quite  well 
understood  and  have  been  discussed  at  length  in  Bulletin  I,  from  this 
Division.  The  task  of  inventors  henceforth  must  be,  while  complying 
with  these  theoretical  requisites,  to  do  it  in  such  a  manner  as  to  reduce 
the  cost  of  the  manufacture  to  its  lowest  possible  figure  without  loss  of 
required  strength.  With  the  extendeg  experience  before  us  there  can 
not  longer  be  a  doubt  that  it  is  possible  to  construct  a  metal  tie  which  will 
be  superior  in  all  respects  to  wooden  ties;  yet  to  bring  its  first  cost  down 
to  such  a  figure  that  the  future  saving  in  its  maintenance  need  not  en- 
ter into  consideration,  but  may  bo  taken  as  au  agreeable  surprise  in 

23 


24 

the  costof  management— this  is  what  railroad  companies  are  most  bent 
on  obtaining.  Especially  in  our  country,  where  the  present  account- 
lU'Toutweighs  in  importance  all  future  possible  profits,  this  considera- 
tion alone,  of  reduced  first  cost,  may  be  sufficient  to  work  a  revolution 
m  the  use  of  railroad  ties.  On  the  other  hand,  the  bugbear  of  cheap- 
ness, which  is  often  mistaken  for  an  equivalent  of  economy,  is  apt  to 
mislead  the  inventor  into  risking  the  factors  of  safety  and  strength  iu 
order  to  attain  cheapness. 

*' Ifa  man  wants  a  <  cheap 'track  he  had  better  continue  to  pay  50 
and  75  cents  for  wooden  ties.  And  if  he  wants  an  economical  track  ho 
must  use  steel  ties  with  enough  metal  iu  them  to  insure  permanency." 

There  is  also  no  doubt  that  the  metal  tie  which  is  suitable  for  one  set 
of  conditions  is  not  suitable  for  others.    The  amount  of  traffic,  and  es- 
pecially the  condition  of  track  and  ballast,  will  dictate  changes  in  shape 
weight,  etc.  ,  ' 

It  had  been  the  intention  to  review  all  the  patents  which  had  con- 
cerned themselves  with  introducing  metal  for  railway  tracks,  but  the 
large  number— not  less  than  256  patents  so  fiir,  very  many  of  which 
are  obviously  impracticable— made  the  task  too  laborious  for  the  prac- 
tical result  to  be  expected  from  it.  Therefore,  only  a  brief  reference 
list  to  these  patents  has  been  prepared  by  Mr.  Tratman. 

The  first  suggestion  for  the  use  of  metal  track  seems  to  date  back  to 
the  year  1839;  a  patent  by  J.  Stimpson,  proposing  a  construction  of 
metal  and  wood  combined,  similar  to  a  construction  now  much  used  in 
street  railways.    The  next  attempts  did  not  follow  until  3857    1858 
and  1861.  ' 

The  flood  of  patents  begins  with  the  year  1883,  the  last  five  years  hav- 
lug  produced  not  less  than  one  hundred  and  sixty  devices. 

Some  of  the  more  prominent  devices,  which  have  been  actually  manu- 
factured in  the  United  States,  are  briefly  described  in  Appendix  B. 

B.  E.  Fernow. 


25 


MAINTENANCE-EXPENSES    OF     TRACK 

AND  METAL  TIES. 


ON     WOODEN 


By  J.  W.  Post,  permaneut  way  engineer,  Netherlands  State  Railroad  Coiiipauy. 
Head  at  the  annual  convention  of  the  American  Society  of  Civil  Engineers,  July  2,  1888. 

Though  the  track  of  European  railroads  shows  in  material,  construc- 
tion, and  maintenance  a  great  difference  from  the^rack  on  American 
lines,  tlie  following  data  concerning  the  use  of  steel  cross-ties,  gathered 
methodically  since  1865  on  the  lines  worked  in  Uolland,  Belgium,  and 
Germany  by  the  Netherlands  State  llailroad  Company,  may  be  of  some 
interest  to  American  railroad  engineers. 

The  first  trial  of  metal  ties  oq  the  Netherlands  State  Railroad  dates 
from  18G5,  in  which  year  10,000  Cosijns  ties*  were  laid.  In  1880  these 
ties,  of  a  system  now  considered  poor,  had  given  satisfactory  results  as 
to  the  metal  part  during  their  fifteen  years  of  service,  but  the  oak 
blocks  had  to  be  frequently  renewed.  Moreover,  the  following  consid- 
orations  induced  the  company  to  search  for  a  good  metal  tie: 

First  It  was  feared  that  prices  of  timber  would  gradually  rise,  owing 
to  the  increasing  devastation  of  forests. 

Second.  Even  with  the  wood  deemed  best  for  ties,  viz.  oak,  it  was 
(liflicult  to  secure  satisfactory  results  j  some  lots  of  oak  ties,  severely  in- 
spected, appeared  first-rate  when  new,  but  had  to  be  renewed  after  only 
one  year  of  service.  The  time  of  felling  seems  to  be  of  great  importance, 
and  cannot  be  determined  at  the  moment  of  i^urchase  even  by  the  sever- 
est inspection. 

Third.  Even  the  best  methods  of  impregnating  proved  unreliable; 
of  ties  coming  from  the  same  boiler  some  were  quite  saturated,  others 
only  on  the  surface ;  some  lasted  one  year  only,  others  twenty  years. 
Uniformity  in  this  respect  is  desirable  for  the  track. 

Fourth.  No  timber  merchant  guarantees  his  ties ;  whereas  steel  lies 
are  generally  guaranteed  for  two  years. 

Fifth.  There  is  a  great  loss  of  interest  during  the  time  timber  ties 
are  piled  in  order  to  dry ;  whereas  metal  ties  are  often  iu  the  track  before 
being  paid  for. 

Sixth.  There  is  a  great  loss  of  timber  ties  by  bursting,  caused  by 
sunsiiine,  water,  frost,  driving  the  spikes,  etc. 

Seventh.  Timber  ties  being  heavier  than  metal  ties,  the  transport  to 
the  place  where  they  are  put  in  the  track  is  more  exx)ensive. 

Eighth.  The  difficulty  and  cost  of  the  respiking  and  readzing  of  tim- 
ber ties,  and  of  the  replacing  by  new  ones,  increases  with  the  daily 
number  of  trains.  Ties  of  more  durable  material  are  desirable  also  from 
that  point  of  view. 


*This  tie  consisted  of 'an  I  beam  laid  horizontally,  thus  H,  with  a  wooden  block 
under  each  rail. 


26 

Ninth.  The  selling  price  of  old  liietal  ties  is  cousiderably  higber  than 
the  price  of  old  timber  ties. 

Tenth,  A  calculation*  of  the  total  annual  sum  required  for  purchase, 
laying,  inaintainin;;,  and  renewing  tracks  on  timber  and  on  metal  ties 
gave  a  favorable  result  for  the  metal. f 

All  these  considerations  induced  the  company  to  charge  the  writer 
in  1S80  to  study,  both  at  home  and  abroad,  the  difterent  systems  of 
metal  ties  then  in  use,  both  from  the  point  of  view  of  manufacture  and 
of  maintenance,  and  to  propose  a  method  of  trial  enabling  the  company 
to  get  the  most  complete  information  possible  on  the  subject. 

This  chnrge  resulted  in  the  following  diflferent  systems  of  ties  and 
iiisteuings  being  laid  in  the  track  from  1880  to  1888 : 

Potimls. 

Typo  I,  Vantheriii  section  ;  iron 88 

Tvpo  11,  Vautherin  8t>.ction  ;  iron 103.84 

Type  III,  Haarinaim  section;  mild  steel HO 

Ty[»6  IV,  Haannauii  section;  mild  steel 114.4 

Typo  V,  flaarmann-Lichtliamuicr  section;  mild  steel 95.48 

Tiea. 

In  1381,  type  1 4,133 

In  1882,  type  II 4,001 

In  1883,  type  III 2,081) 

In  1883,  typo  IV 2,090 

In  1884,  typeV 11,680 

And  from  1885  to  1888,  about  120,000  ties,  types  VI,  VII,  VIII  and  IX, 
making  about  150,000  tics  often  different  types  (including  Cosijns).  Of 
eacli  ot  the  tyiHJs,  trial  lengths,  under  different  circumstances  of  grades 
and  curves,  were  )>ut  under  special  observation,  every  hour  of  mainte- 
nance work  and  every  renewed  piece  being  scrupulously  noted.  As  a 
base  of  comparison  1,120  first  rate  new  oak  ties  were  laid  in  the  track, 
the  rails  being  fastened  with  the  ordinary  spikes  The  plate  shows  the 
different  types  of  ties  used. 

At  the  same  time  different  systems  of  fastenings  were  tried  on  the 
metal  ties. 

By  trying  the  best  improvements  in  shape,  material,  and  maiuifacture, 
and  by  eliminating  every  year  the  faults  of  the  preceding  types,  Mr. 
Post  gradually  arrived  at  types  of  ties  and  fastenings  which,  having 
shown  great  advantage  in  every  respect  over  the  preceding  types,  have 
now  been  adopted  as  standards  for  this  railroad.J  (Types  VIII  and  IX.) 

*  For  raetUcds  of  calculation  see  Bulletin  I  of  Forestry  DiviHion ;  also  the  valuable 
report  of  the  American  Society  of  Civil  Engineers,  June,  1885,  on  t'lo  "Preservation 
of  Forests." 

t  Many  important  improvements  introdaced  since  have  increased  the  advantage  of 
metal  over  timber. 

t  Other  railroads  have,  to  their  great  satisfaction,  followed  this  example.  A  total 
of  about  457,300  ties  (about  23,800  tons)  of  the  Post  types  VI,  VII,  VIII,  and  IX  is 
DOW  ia  service  on  different  lines  of  Holland,  Belgium,  France,  Germany,  Switzerland, 


27 


Oalc: 


pn 


-rwn- 


Section  of  Tie^^^^ 
in  Trial  No.  I 


Vautheriu 


r 


i.ao 


I 

Iron-.dSlbs. 


Vuulherin. 


1.20 


n 

Iron'lO-dJhs. 


Baarmcmn. 


HI 

MUd  Steel-llOlhs. 


Hjcuxrmann^ 


W 
Mild  Steei:il4V>s. 


T 


Vba*Hierirv  LicMhammen 


c 


MiM  Steel: 05.5  JJba. 


Pressed. 


Preeeed'. 


Post,  tn    IT 


Post 


A    A 


^^ 


A 
Strengthened-. 


A^B 


CD 


n       A  B   c  n 


VI 


vn 


StrencfiheneA. 


Post 


A  A 


_f\A_  ^ 


F           ,         StrenqtJierted^^ 
6.36  to  6.70' ^ ► 


DEVELOPMENT  AND  TYPES  OF  THE  "POST"  TIES. 


28 


29 


Types  Vr,  VII,  VIII,  and  IX  are  in  mild  steel  rolled  to  a  variable 
section,  strengthening  at  rail  seats  and  tilt  1  in  20  being  obtained  di- 
rectlj  by  rolling,  thus  preserving  the  steel  from  damage  at  the  vulner- 
able spot  (rail  seats)  by  bending  or  pressing.  These  ties  weigh  50  to 
55  kilograms  each,  corresponding  to  57  to  63  kilograms  i)er  tie  of 
uniform  section  BB  (economy  15  per  cent.).  Type  VI,  without  the  nar- 
row  waist,  like  all  preceding  types,  had  not  quite  the  same  stability  as 
the  later  tyi>es  with  narrow  waist;  indeed,  this  reduction  of  breadth 
in  the  middle  causes  the  principal  reaction  of  the  ballast  to  work  at  the 
rail  seats,  eliminating  the  balancing  action  of  the  track  which  takes 
place  when  the  support  is  in  the  middle,  particularly  on  badly  ballasted 
roads  or  with  neglected  packing.  Moreover,  the  increased  height  at 
the  center  gives  greater  rigidity  to  the  tie.  The  wedge  waisted  tie  VII 
is,  unfortunately,  of  difficult  manufacture,  and  so  types  VIII  and  IX 
are  practically  esteemed  the  best,  and  all  agree  that  they  give  remark- 
able results. 

The  ends  are  closed  and  project  downward  2  inches  into  the  ballast. 
The  tests  prescribed  for  inspection  are  very  severe.  The  author  exe- 
cuted  a  series  of  tests  to  ascertain  whether  annealing  the  ties  after 
punching  the  holes  does  pay  or  not;  his  conclusion  was,  that  with  mild 
steel  annealing  is  not  necessary,  but  is  desirable  if  it  can  be  done  at 
smal>  expense. 

The  ties  are  tarred  if  they  have  to  remain  a  long  time  beside  the 
track.  The  price,  including  two  years  of  guaranty,  varies  from  $22  to 
$26  per  ton. 

The  fastenings  show  the  following  improvements,  gradually  intro- 
duced  and  tried  by  Mr.  Post.  The  surface  of  nuts  and  clips  is  rough- 
ened to  facilitate  the  grip  of  the  Verona  nut-lock.  The  clips,  if  rolled 
(mild  steel  annealed),  get  three  fillets  for  the  same  reason ;  if  stamped 
(iron  or  mild  steel),  they  are  indented  like  the  nuts.  In  both  cases  the 
clip  has  a  large  contact  with  the  surface  of  the  tie  in  order  to  reduce 
the  wear.  For  the  same  reason  the  head  of  the  bolt  (iron  or  soft  man- 
ganese steel)  is  large.  The  bolt  must  not  be  less  than  J  inch  diameter. 
The  collar  of  the  bolt,  which  is  eccentric,  to  enable  widening  of  gauge 
on  curves  by  turning  the  bolt  180  degrees,  fits  tight  into  the  tie  hole; 
this  hole  being  rounded  in  the  corners  to  avoid  cracks,  the  bolt  collar  is 
rounded  accordingly.  The  Verona  nut  locks  are  of  the  very  best  quality, 
severely  tested  as  to  elasticity  and  sharpness  of  points,  and  are  guaran- 

and  Asia  (colonies).-   About  272,700  more  (about  12,700  tous),  comprising  the  nanow- 
gatige  and  rack-road  ties  for  Sumatra,  are  ordered. and  being  manufactured  now, 
making  a  total  of  about  730,000  ties  (or  36,500  tons).     See  on  this  subject : 
(o)  Mr.  Bricka's  official  report  to  the  French  minister  of  public  worka 
(6)  Mr.  Kowalski's  official  report  to  the  Milan  Railroad  Congress,  1887. 

(c)  Report  of  Viucennes  Exhibition,  1887,  highest  award  to  Netherlands  State  Rail- 
road Company  and  to  the  Avritcr. 

(d)  Annual  Report,  1887,  of  the  French  Society  for  the  Advancement  of  Industry  • 
silver  medal  awarded  to  the  writer.  ' 


teed.    The  price  of  these  improved  fastenings  does  not  exceed  24  cents 

per  tie. 

The  statistical  results  as  to  cost  of  maintenance  gathered  to  January 
1 ,  1888,  on  twenty -four  trial  lengths,  are  shown  in  the  accompanying 
table.  Columns  1  to  14  give  the  particulars  of  sections,  condition  ot 
laying,  types,  etc.,  and  columns  15  to  22  the  expense  of  maintenance  per 
day  and  per  kilometre  in  francs. 

The  statistical  data  gathered  to  January  1, 1887,  and  the  close  and 
scrupulous  observations  of  the  trial  divisions,  allowed  the  company  to 
report  seventeen  conclusions  to  the  Milan  Railroad  Congress  in  1>87. 

The  service  from  January  1, 1887,  to  January  1,  1888,  having  fully 
confirmed  the  opinions  of  the  company  on  these  seventeen  points,  the 
following  conclusions  are  still  applicable  to  the  statistical  data  gathered 
to  January  1, 1888,  as  contained  in  the  accompanying  table : 

(1)  Trials  11  and  14  are  on  curves  of  350  metres  radius  and  IG  milli. 
metres  per  metre  grade.  Oak  ties  occupying  tliis  place  previously  had 
to  be  respiked  every  year,  causing  great  cost  of  maintenance;  the  rail 
flange  cut  the  spikes  3  to  4  millimetres,  thus  giving  every  year  a  gauge 
widening  of  G  to  8  millimetres.  Several  ties  of  type  III,  on  the  con- 
tiary,  taken  from  the  track  for  inspection  after  1,555  days  of  service, 
showed  only  a  widening  of  2  millimetres,  the  exterior  bolts  (of  the  old 
type  *'A")  being  worn  only  1  millimetre  by  the  rail  tiange.  The  tie  sur- 
face only  showed  a  slight  amount  of  corrosion,  and  the  holes  were  not  in 
any  way  enlarged  or  ovalized.  Considering  the  unfavorable  conditions 
under  which  these  ties  svere,  these  are  very  good  results ;  in  no  year  did 
the  expense  amount  to  2  francs  per  day  kilometre,  and  the  avi  rage  day 
kilometre  is  only  1.30  and  1.40  francs  (columns  18  tc»22). 

(2)  Trials  3  and  9  being  on  marshy  ground,  the  result  may  also  be 
considered  as  favorable;  in  no  year  as  much  as  2  francs  per  day  kilo- 
metre, and  average  day  kilometre  0.05  franc  and  0.88  franc  (columns  15 

to  22). 

(3)  As  to  consolidation  (about  2,300  days),  the  only  trials  comparable 
t-o  the  base  trial  No.  1  (oak  ties)  are  trials  2,  3,  4,  and  5.  Though  two 
of  these  four  trials  are  under  unfavorable  conditions,  jhere  is  no  sensible 
difference  between  the  average  day  kilometre  of  trials  2, 3,  4,  and  5,  and 
the  day  kilometre  (0.G05  franc)  of  trial  1,  a  very  favorable  result  indeed, 
considering  the  following  facts : 

(a)  Type  I  is  now  considered  a  poor  system,  each  of  types  II  to  IX 
being  great  improvements.  Had  one  of  the  more  perfect  types  been 
used  on  these  trials,  still  better  results  would  have  been  obtained. 

(b)  Kespiking  and  re-adzing  of  the  oak  ties  of  trial  1  had  begun  in 
1886,  and  has  to  be  continued  in  1888  and  following  years,  increasing 
the  cost  of  maintenance  with  the  age  of  the  wood. 

[e]  AVith  the  trials  on  metal  ties,  on  the  contrary,  there  is  a  tendency 
shown  of  a  decrease  of  expense  as  the  permanent  way  becomes  set. 


I 


30 

(d)  On  trial  1  only  ten  oak  ties  had  to  be  replaced  bv  new  ones  since 
1881 ;  this  rcMiewing,  however,  will  go  on  increasing  wi\h  the  age  of  the 
wood,  thus  increasing,  apart  from  the  cost  of  purchase,  the  daily  ex- 
pense (work)  of  trial  1.  The  renewal  of  ties  on  the  other  twenty-three 
trials,  on  the  contrary,  was  nil  since  1881  (not  one  metal  tie  being  bro- 
ken), and  will  be  nil  for  man  y  years. 

(4)  The  day  kilometre  of  trials  G,  7,  8,  12,  and  17  does  not  exceed 
0.88  franc;  those  of  trials  10,  13,  15,  10,18,  and  19  are  below  0.60 
franc,  though  these  eleven  trials  date  only  from  1883  and  1884. 

(5)  The  time  of  observation  for  types  VI,  VHr,  and  IX  (trials  20  to 
24),  has  been  too  short  to  form  any  definite  idea  of  the  mean  day  kilom- 
etre;  meanwhile  everything  tends  to  show  that  these  types  will  give 
even  better  results  than  types  I  to  V. 

(0)  The  average  expense  for  laying  and  maintaining  the  twenty-three 
Jnal-lcngths  2  to  24,  has  not  been  greater  than  would  have  been  occa- 
sioned by.  the  timber  ties  laid  on  the  same  places.  The  supplementary 
expenditure  for  these  trials,  apart  from  the  trouble  of  statistics,  etc  is 
therefore  nil.  ^ 

The  close  observation  of  the  permament  way  and  of  the  manufacture 
of  ties  and  fastenings  led  the  company  to  the  following  conclusions : 

(7)  A  part  of  the  road  near  Liege,  twenty-five  trains  dailv,  curve  of 
530  millimetres  radius,  16  millimetres  per  metre  gradient,  atler  having 
been  carefully  packed,  was  left  for  forty  months  without  any  other  work 
than  occasional  nut-tightening.  This  shows  that  a  good  road,  with  steel 
ties,  once  properly  packed,  requires  no  more  scrupulous  attention  and 
maintenance  than  one  laid  with  timber  ties;  on  the  contrarv,  it  would 
have  been  dangerous  to  have  left  a  track  situated  as  this  was,  and  laid 
with  timber  ties,  for  a  period  of  threetand  a  half  years. 

(8)  The  diagrams  of  the  self-registering  gauge-measure  show  that  the 
gauge  IS  much  more  regularly  kept  on  metal  ties  than  on  timber  (even 
new  oak)  ties. 

(9)  The  position  of  the  rail,  which  often  changes  on  timber  ties,  is  not 
variable  with  the  metal  ties. 

(10)  The  lateral/lisplacement  of  the  track  is  insignificant  with  metal 
ties,  even  on  curves  of  short  radius,  providing  that  the  tie  is  closed  at 
the  end. 

(11)  The  breadth  of  the  ballast  bed  may  be  made  a  little  smaller  with 
the  narrow- waisted  metal  ties  (types  VII,  VIII,  and  IX)  than  with  ordi- 
nary metal  or  timber  ties. 

(12)  The  respiking  and  re  adzing  of  trial  ^^o.  1  necessitated  to  1888 
the  replacing  of  two  bearingplates  and  1,081  spikes  by  new  ones.  The 
renewal  of  fastenings  on  the  metal  ties  is  insignificant,  especially  with 
theadopted  type  "C." 

(13)  Iron  isnotrecommendedfor  metal  ties;  mild  steel  is  superior  to 
It  in  every  respect,  viz.  manufacture,  inspection,  rigidity,  and  dura. 
bility. 


31 

(14)  Alternating  joints  have  given  satisfactory  results,  especially  in 
corves  of  short  radius. 

(15)  Suspended  rail  joints  have  given  the  best  results  on  metal  ties, 
providing  the  angle  splice-bars  be  strong  and  the  distance  between 

joint-ties  small. 

(16)  Types  VII,  VIII,  and  IX  fulfill  all  conditions  for  properly  im 
bedding  the  tie  in  the  ballast.  If  the  packing  is  done  properly,  and  does 
not  exceed  1 J  feet  from  each  side  of  the  rail,  the  track  can  never  become 
balancing,  through  the  ballast  working  towards  the  middle  of  the  tie 
and  leaving  the  ends  unsupported,  for  the  shape  of  the  tie  drives  the 
ballast  towards  the  rail  seats,  both  transversely  and  longitudinally. 
Generally  the  ballast  soon  forms  into  a  compact  cake,  adiiering  to  the 
interior  of  the  tie,  thereby  augmenting  both  the  base  and  the  mass  of 

the  track. 

(17)  The  track  men,  who  generally  abhor  novelties,  have  soon  learned, 
owing  to  practical  instructions,  to  appreciate  the  steel  ties  and  to  make 
a;i  excellent  track  with  them. 

The  company  closed  these  seventeen  conclusions  by  quoting  at  the 
Milan  Congress  the  following  statement  from  the  annual  ivport  of  Mr. 
Charles  Renson,  resident  engineer  of  the  Liegeois  section,  which  will 
be  received  with  great  appreciation  on  account  of  the  distinguished  and 
impartial  manner  in  which  this  engineer  has  organized  the  trials  of 
metal  ties  on  that  section  : 

A  single  track  with  ties,  Typo  VIII  or  IX  (latest  form),  having  twenty-five  trains 
per  day  with  cnrves,  gradients,  ballast,  etc.,  as  the  Liege-Hasselt  section,  can  be,  af- 
ter four  years  of  consolidation,  maintained  in  proper  order  at  the  rate  of  one  hundred 
working  days  per  year— klloractre.  A  gang  of  four  men,  working  two  hundred  and 
fifry  days  a  year,  of  which  fifty  days  are  given  to  other  work,  are  able  to  maintain  in 
good  condition  8  kilometres  of  permanent  way. 

The  Netherlands  Stale  Railroad  Company,  having  expo'.i  need  the 
great  advantage  of  practical  experiments  made  on  trial  sections  of 
track,  has  continued  experiments  as  follows,  in  order  to  gather  infor- 
mation on  other  points: 

Between  Tilbnrg  and  Breda,  four  parts  of  equal  length  were  laid  in 
1880  on  the  same  track,  to  compare  the  cost  of  Jiiaint-enance  and  of  re- 
newal between:  (I)  Ordinary  steel  rails  (33  kilograms  per  meter)  on 
timber  ties.  (2)  Heavy  steel  rails  (40  kilograms  per  meter)  on  timber 
ties  with  two  Post's  steel,  toothed  bearing-plates  on  every  ti<'.  (3) 
Heavy  steel  rails  (40  kilograms)  on  heavy  Post  steel  lies.  (4)  Oidinaiy 
steel  rails  (33.7  kilograms  per  meter)  on  ordinary  Post  sleel  ties. 

The  time  of  observation  is  yet  too  short  for  any  conclusion. 

Between  Tilburg  and  Breda,  four  parts  of  equal  length  are  being  laid 
now  in  the  same  track  to  compare  the  cost  of  maintenance  and  of  re 
newal  between:  (1)  Ordinary  steel  rails  on  ten  timber  ties  per  9  meters 
of  track.     (2)  Ordinary  steel  rails  o:i  eleven  timbLU"  ties  per  0  meters  of 
track.    (3)  Ordinary  steel  rails  on  twelve  timber  ties  per  9 meters  of 


32 

track.     (4)  Ordinary  steel  rails  on  twelve  timber  ties  per  9  meters  of 
track,  with  alternating  joints. 

Between  Wenrno  and  Helmond  the  same  four  comparative  trial 
lengtLs  are  beinoflaid  on  ten,  eleven,  and  twelve  Post  steel  ties  per  9 
meters  of  track. 

Tbc  information  gathered  by  these  methodical  researches  will  be  of 
great  value,  not  only  for  the  Netherlands  State  Railroad  but  for  rail- 
roading generally;  the  best  remedy  for  scanty  net  earnings  being  a  re- 
duction  of  the  expenses  of  maintenance  and  renewal. 

Cotft  of  maintenance  on  trial  tracks  with  wooden  and  metal  ties,  Netherlands  State  Jhiilroad 

Company. 


1 

2 

*:« 
r> 
7 
H 

n! 
It' 

17 

2: 

10 

I 
1 
l» 

1 

2t 

2*' 
•I'l 


• 

5 

u 

s 

«> 

a 

C. 

a 

w 

m— 

a 

■a 

« 

H' 

^ 

Section  of  line. 


25 
2* 

25 
25 
25 
25 

25 

2V 

25j 

25, 

14! 

ul 
u' 
1^ 

Hi 
II 

u\ 
h' 


3 

Li^ge-Tongres . 
do 


From — 


To— 


Hili»eu-IIas8ott.. 
liit'ije-Tou^ires . . 
Liurs-Fiainnlle.. 
Ton<:res-Bilspn  . 
Iiil8cu<JIasgett  . 
Liege-Tongres  . 
do 

do 

do .. 

do    

di> 


3 

Kilom. 
15. 620 


4 

Kilom. 
14.612 


a  15 

a  9 

a  o« 

.2  « 

o 


o 


12.  0 


a 

_ 

•*^ 

"^ 

ao 

0) 

<^ 

t> 

.-^ 

h 

a 

^H 

S 

2 

'♦- 

u 

0^ 

Cu 

o 

<-> 

a 

C 

00 

B 

43 

3 

-f 

U 

rs 

a 

a 

« 

^ 

6 


10.666       15.020     12.0 


'.00 
750  \ 


14 


14. 

141. 


llassett -Wvelimael 

Wychmai'l-Achcl. 

Iliasort-Wvcliniai'l 

do    ..".   

d«» 

Acliol-Eindliaveii . 
do 

•  •■«•>  III/    ■••••••*>  >*>. 


....do 

....do 

—  do 


41.093 

7.  940 

1.831 

2.5.031 

43. 625; 

3.  790 
12.707; 

4.  002, 
3.640' 

12.528 
4.412 
4.765 

a  oco: 

22.  238: 

32. 6731 

8. 408 

1.5621 

1.218 

47.  334 

47.  795 

46.  808 

09 


n-7  7i 


'57.342.50 
57.425.95 


40. 170 
7. 432 
1..393 

24.570 

43. 3-19 
3.6i0 

12.  528 
3. 790 
2. 836 

12.315 
4.  302 
4.748 
9.000i 

21.130 

31. 940 
7.301 
1.218 
0.765 

47. 795 

48. 256; 

47.  334; 

52. 032! 

56. 425. 0  ! 
57.  509. 10; 


1.2 

10.0 

level. 

8.0 

4.0 

10.0 

l.{.  Oi 

I  16.0 

13.0 

\  ^^-  0' 
16.  OJ 
2.9, 
3.4 
3.9 
6.5; 
0.5 
0.8] 

level. 
0.8| 

..•o:j 

1.0 
1.01 


;  straight 

.«itiaiirlit. 

1,000 

1,000 

straight. 

straight. 

3.50 

500 

350 

5(0 


S 


1.008 

i.oiel 
0. 923' 

0.  5!4 
0.  438 
0.401 
0,  276l 
0.  1.50 
0.  2.':9 

1.010 

0.215 


530       0.117, 


1,000 

straight. 

straiglit. 

straight. 

500 

500 

2,  000 
straight, 
straight. 

2,  000  \ 
straight.  S 

2,  000  0. 

2,  00  I  0. 


l.COCi 
1.  HiS 
0.  733 
1.107 
0.344 
0,  453 
0.461 
0. 461 1 
0.  460; 

0.077! 

083.  40' 
0  -3.  1 .-, 


0; 


Cm 
O 

U 

CI 

e 

'A 


8 

1.1:0 
1, 133 

i;o(o 
000 

.500 

r,oo 
.'too 
201 

300 
1.  328 

250 

200 

1,081 

1,  20( 

8(0 

1,200 

40(1 
500 

."■.oo 

50 
50.. 

735 

93 


Types. 


Tie.--. 


O 

Oak. 

I. 

I. 

II. 

II. 

II. 

11. 

II. 

II. 

TII,  IV. 

IV. 

VI. 

VI. 

T. 

I. 

IF. 

II. 

III.  IV. 

HI. 

IV. 

V. 

VI. 

VIII. 
IX. 


*  Ma  rsb  y  grou  n  d . 


Fasten- 
ings. 


10 

Spikes. 

A. 

A. 
JJ. 
\\. 
11. 
». 
JJ. 
11. 


A. 

C. 

C. 
A. 
A. 
B. 
U. 
A. 
A. 
A. 
A. 

C. 

C. 
C. 


33 

Co»i  of  maintenance  on  trial  tracks  with  wooden  and  metal  ties,  efc— Continued. 


u 

a 
a 

a 

•-> 

•c 


I 


When 
laid. 


1 


to 
.Sa 

'a 

a  a 
,a  o 

s  o 

CS  ■<-• 

p 


Days  in  service. 


11 


1881 
1881 
1881 

6  1882 

7  1882 

8  1882 
*9  1882  i 

11  1883 

12  1885 
14  1885 
17|  1883 
21'  1885 
22  1887 

1881 
1881 
10  1882 

13  1883 


4 

*5 


15  1883 

10  1883 

18  1884 

19  1884 

20  18H5-'8C 

23  1887 

24  1887 


13 

July  1,1881 

do 

Sept.  1,1881 
Jan.     1, 1883 

do 

do    

do 

Oct.     1, 1883 

. .  do 

. .  do 

do 

Apr.  1,1885 
June  1,1887 
June  15, 1881 
Sept.  1,1881 
Jan.  1, 1885 
Sept.  15, 1885 

.  do 

Mar.    1,1884 

....do 

...do 

Juno  1,1886 
Sept.  1,1887 
do 


a  g  a  • 

4;  <i;~aO 
o  ♦*'-' 

iag^ 

o  S  ®  "^ 

^B-;2a 


Cost  of  maintenance  in  francs  per  kilometer  per  day. 


1887. 


13 

2, 3;i>, 

2, 375 

2.  313 
1.  8261 
1,8201 
1,  8261 
1,826 
1.553 
1,553 

1,  S.'iS 
1,553 
1,005 

2141 

2,  390; 
2,313; 
1,826 
1,  .569! 
1,  569; 
1,401 
l,40l| 
1,4011 

579 
1221 
122 


1881. 


14 

365 
305 
305 
305 
3G5 
365 
365 
365 
365 
365 
365 
365 
214 
365 
365 
365 
365 
305 
305 
365 
365 
365 
12i 
122 


15 

0.!59 
1.120 
1.930 


1882.      1883. 


10 

0.217 
0.423 
0.829 


1884. 


17 

1.226 
0.  570 
1.881 
1.214 
1..582 


0. 6635 
1.584 


0. 505 
1.027 


676 

68 
0 
0 
0 
0 


0.614 

0.790 

1.077 

0 

0 


1885. 


18 

0.396 
0. 195| 
0.256 
0.489 
0.277 
0.533 
0.861 
1.084 
0.891 
1.647 
1. 132 


0.198 
0.  326 
0. 475 

0. 433I 

0. 246 
0.311 
0.290 
0.  551 


1686. 


19 

0.493 
1.086 
0.901 
0.638 
1.160 
1.253 
0.953 
1.974 

0.  405 

1.  792 
1.111 
0. 036 

6.i56 
0.5:36 
0. 329 
0.438 
0.412 
0.143 
0.372 
0.897 


1887. 


30 

1.101 
0.538 
0.383 
1.112 
0.494 
0.118 
0.278 
1.187 
0.264 
0.867 
0.498 
0.078 

o.'iis 

0.569 
0.503 
0.879 
0. 258 
0.329 
0.553 
0.277 
0.144 


o  o 

i  tJD 
©.-<. 
ee  a 

>  ® 


o  w 

a-r- 

E?  a 


31 

0.423 
0.842 
1.135 
0.  552 
0.573 
0.046 
0. 625 
1.660 
0.746 
1.610 
1. 000 
0. 983 
0 
0.297 
0.227 
0.  590 
0.5a3 
0.  4*29 
0.802 
0.651 
0.492 
0.252 
0 
0 


33 


0.005 
0.650 
0.952 
0.801 
0.817 
0.  725 
0.881 
1.389 
0.587 
1.392 
0.879 
0.495 
0 
0.407 
0.  632 
0..596 
0.  543 
0.313 
0. 421 
0.471 
0.  554 
.212 
0 
0 


*  Marshy  ground. 
l:EMAUKS.-Thcse  trial -length.^  arc  on  siugletrack  road.  Fir.st  group,  2.5  to  29  trains  P^t  d-'^.V :  »^-^- 
end  aroiin  14  trains  per  dav.  Kails,  38  kilogr.inis  per  meter  ;  steel  angle  splice  bars.  Ballast-gr-iyol 
Zl  an^cinder.  Heaviest  engine  on  these  lines,  50  tons,  with  13^  tons  on  the  heaviest  axle ;  heaviest 
en"ne  on  other  lines,  6S  tons,  with  13.9  tonn  on  the  heaviest  axle.  Speed  up  to  50  miles  per  hour  (on 
some  mrte  60  miles  per  hour)  A  day's  maintenance  per  man  costs  2. 19  francs  ;  the  results  ot  columns 
TsTofemtv  be  transformed  into  days  by  dividing  by  2.19.  The  ligures  in  columns  15  to  22  g.vo  the 
expense  for  work  of  maintenance,  not  the  expense  f.)r  purchase  ot  new  spikes.  ^«lj«'/tc-  .^^n  U 
of  the  metal  ties  in  this  table,  nor  of  the  124,000  steel  ties  m  use  on  other  Imes  of  the  Netherlands 
State  Railroad  Company,  has  broken  in  the  track. 

DI8CUSSIOX. 

E.  E.  Russell  Tratman,  Jun.  Am.  Soc.  C.  E.— Having  received  from  Mr.  J.  W.  Post, 
only  a  few  days  before  the  convention,  the  paper  on  ''Maintenance  Expenses  of  Track 
witli  Steel  and  Wooden  Ties  on  the  Netherlands  State  Railroad,"  which  I  have  trans- 
mitted to  the  society  by  request  of  Mr.  Post,  1  had  not  time  to  give  as  much  attention 
as  I  would  like  to  have  done  to  this  discussion. 

The  subject  of  metal  railroad  tics  is  one  in  which  I  take  very  much  interest,  and 
for  some  time  past  I  have  been  engaged  in  making  extensive  investigations  and  col- 
lecting information  with  regard  to  practice  and  experience  in  foreign  countries.  In 
making  my  investigations  I  have  been  surprised  at  the  great  extent  to  which  metal 
ties  have  been  actually  adopted  for  service,  for  while  I  knew  that  experiments  had 
been  made  in  many  countries,  in  some  cases  on  a  quite  extensive  scale,  I  had  no  idea 
that,  as  a  result  of  some  of  these  txperiments,  many  railroads  had  practically  adopted 
the.se  ties  for  regular  use;  this, however,  I  found  to  be  the  case,  and  several  European 
railroad  companies  are  now  gradually  substituting  metal  for  wooden  ties  on  their 
systems.  I  think  few  engineers  who  have  not  paid  especial  attention  to  this  matter 
realize  that  metal  ties  are  in  actual  service,  the  general  impression  seeming  to  be  that 
while  many  experiments  have  been  made  and  are  still  being  continued,  yet  that  no 
practical  results  have  been  obtained.  To  this  lack  of  appreciation  of  the  results  of 
foreign  experience  may  be  attributed  to  a  considerable  degree,  I  think,  the  general 
18689— Bull.  3 3 


34 


35 


iiKlifference  of  American  engineers  to  the  question  of  metal  track.  The  fact  that  the 
luestion  of  the  future  timber  supply  is  one  of  serious  import  does  not  seem  to  be 
realized,  although  the  reports  of  the  forestry  division  of  the  United  States  Depart- 
ment of  Agriculture  show  that  use  and  waste  are  playing  havoc  with  a  supply  that 
cannot,  under  the  present  system.(or  want  of  system)  of  forestry  in  this  country,  be 
renewed  in  proportion  to  the  demand.  It  has  always  seemed  to  me  surprising 'that 
American  engineers,  who  are  usually  in  the  van  of  any  great  step  in  the  profession, 
should  have  paid  so  little  attention  to  this  very  important  matter  ;  important  both 
as  to  the  financial  economy  and  the  practical  efficiency  of  the  track.  In  my  opin- 
ion steel  ties  should  be  used  as  the  standard  for  first-class  track,  and  not  merely 
as  a  substitute  for  timber  when  the  latter  becomes  scarce  or  expensive.  For  in- 
stance,  on  such  a  road  as  the  projected  New  York  and  Boston  Rapid  Transit  line 
which  IS  intended  to  be  an  independent  line,  and  which  will  probably,  when  it  ma- 
terializes, start  out  with  a  heavy  and  rapid  traffic,  steel  ties  should  be  laid  down  in  the 
first  place.  The  same  holds  good  for  existing  trunk  lines,  on  which  steel  ties  should 
be  introduced,  as  an  advancement  in  railroad  engineering  and  a  step  towards  econ- 
omy. 

Taken  as  a  whole,  the  results  of  experience  have  been  satisfactory,  and  the  type 
which  has  been  found  to  be  the  best  is  the  cross-tie  of  the  familiar  reversed  trough  sec- 
tion. Cast-iron  "  bowl "  sleepers  are  much  used  in  new  countries,  and  longitudinal 
iron  sleepers  are  still  used  to  some  extent  in  Austria  and  Germany,  but  the  cross-tie 
of  trough  section  is  the  best  type,  as  has  been  proved  by  experience  and  careful  tests 
In  consequence  this  form  of  tie  is  being  more  and  more  widely  adopted,  numerous  va- 
riations of  section  and  various  styles  of  rail  fastenings  being  used,  in  accordance  with 
the  ideas  of  different  engineers.  In  England  several  railroads  are  using  steel  cross-ties 
to  a  greater  or  less  extent,  but  in  consequence  of  the  engineers  keeping  to  the  double- 
headed  rail  in  chairs  the  track  is  very  complicated  and  expensive,  representing  money 
wasted  and  lying  idle  in  much  useless  metal,  whereas  with  a  good  flange  rail  a  metal 
track  might  be  obtained  more  economical  and  more  efficient  than  the  present  style  of 
rails  and  chairs  on  wooden  sleepers.  Experience  has  shown  that  the  ends  should  be 
closed,  but  in  quite  a  number  of  cases  open-end  ties  are  used.  With  open  ends  of 
course,  the  ties  are  more  liable  to  lateral  displacement,  as  they  do  not  present  the 
area  of  resistance  presented  by  a  wooden  tie  or  a  closed  end. 

As  will  be  seen  by  Mr.  Post's  paper,  the  Netherlands  State  Railroad  Companv  has 
made  a  systematic  series  of  trials  of  different  types  of  metal  ties,  and  the  verv  valua- 
ble and  important  result  of  these  trials  has  been  the  designing  of  the  mild  steel  rolled 
tie  of  trough  section,  with  varying  thickness,  now  well  known  as  the  *' Post  "tic 
which  has  been  adopted  to  a  very  considerable  extent  on  European  lines  Mr  Post 
has  been  fortunate  in  having  charge  of  a  road  owned  by  a  progressive  and  far-seeing 
corporation,  which  has  grasped  the  economic  purposes  of  metal  track,  and  encour- 

.  aged  its  engineer  in  his  work  of  investigation.  The  comparisons  of  the  different  sys- 
tems wore  gone  into  most  thoroughly,  account  being  taken  of  the  amount  of  labor 
time,  and  expense  involved  in  maintenance,  renewals,  and  repairs,  and  therefore  Mr! 
Post  has  been  able,  gradually  but  steadily,  to  improve  the  form  of  tie,  until  he  has  ar- 
rived at  the  present  form,  which  is  correct  in  theory  and  successful  in  practice;  it  is 
easily  manufactured,  and  has  proved  in  service  its  advantages  in  point  of  economy 

.  and  efficiency.  The  trouble  experienced  with  early  forms  of  ties  was  that  they  failed 
by  cracking,  generally  between  the  holes  for  rail  attachments,  and  if  made  thick 
enough  to  prevent  cracking  they  were  too  heavy  and  expensive.  With  the  "Post "  tie 
the  thickness  is  increased  at  the  rail  seat,  giving  ample  strength  where  required,  but 
without  any  undue  excess  of  weight.  This  strengthening  is  secured  in  the  operation 
of  rolling  by  the  use  of  special  machinery,  and  in  the  same  operation  is  secured  the 

inclination  of  the  ends  which  gives  the  rails  an  inward  cant  of  one  in  twenty  in  ac- 

cordance  with  European  practice.     Many  European  steel  works  have  orders  on  hand 

for  "Post "ties. 


The  question  of  rail  fastenings  is  one  almost  as  important  as  that  of  the  type  of  tic, 
aud  many  different  plans  have  boon  tried,  some  simple,  but  the  majority  very  com- 
plicated. All  riveting  causes  an  extra  expense,  but  a  very  favorite  plan  is  to  have  a 
"  clamp"  or  "  crab"  rivetad  to  the  tie  to  hold  one  side  of  the  rail  flange,  the  other 
side  being  held  by  a  bolted  clamp.  Mr.  Post,  realizing  that  all  extra  shop-work  is 
neccssariTy  expensive,  has  adopted  bolts  exclusively,  with  entirely  satisfactory  re- 
sults. It  will  be  noted  that  the  first  type  of  metal  tie  experimented  with  had  wooden 
blocks  for  the  rails  to  rest  upon,  the  idea  being  that  the  rail  required  an  elastic  seat. 
This  seriously  impaired  the  general  efficiency  of  the  tie,  for  the  wood  rotted  and  gave 
constant  trouble,  so  that  this  form  of  tie  was  soon  abandoned.  It  has  been  conclu- 
sively proved  by  experience  with  various  types  of  ties  in  different  countries  that 
such  a  wood-bearing  is  not  only  unnecessary,  but  a  positive  disadvantage,  and  that 
the  track  is  satisfactory  to  railroad  men  and  travelers  when  the  rail  is  fastened  di- 
rectly on  the  metal  tie,  and  therefore  no  wood  should  be  used  at  all,  but  a  metal  track 
should  be  entirely  of  metal.  The  introduction  of  metal  ties  has  been  hampered  by 
the  attempt  to  secure  a  "  cheap  "  tie.  The  objects  in  using  metal  are  to  obtain  econ- 
omy in  maintenance  and  efficiency  in  operation,  and  neither  of  these  objects  can  be 
obtained  by  using  a  tie  which  is  "  cheap."  Every  desirable  feature  can  not  bo  com- 
biued  in  one  piece  of  steel,  and  if  the  tie  is  to  make  the  track  safer,  reduce  the  main- 
tenance expenses,  keep  the  road  in  better  condition,  and  far  outlast  the  wooden  tie, 
it  must  have  sufficient  metal  to  insure  these  advantages.  You  need  to  have,  and  to 
pay  for,  enough  metal  to  make  an  efficient  tie ;  but  you  need  not  have,  and  need  not 
pay  for,  extra  metal  that  is  mere  dead  weight.  With  ties,  as  with  rails,  the  design 
and  manufacture  are  equally  as  important  points  as  the  weight,  and  the  rail  fasten- 
ings no  less  important. 

Two  points  need  to  bo  considered  in  designing  or  adopting  a  metal  track,  viz, 
economy  and  simplicity.  Cheapness  is  very  far  from  being  economy,  being  in  fact 
directly  opposed  to  it.  '  Simplicity  is  necessary,  both  for  economy  and  efficiency,  as 
the  track  which,  while  possessing  ample  strength,  is  the  most  simple  in  its  construc- 
tion, will  give  the  least  trouble,  and  consequently  involve  the  least  expense  for  main- 
tenance. A  good  metal  track,  once  well  laid,  is  in  itself  a  source  of  economy  in  main- 
tenance and  operation,  and  it  is  to  be  hoped  that  this  type  of  track  will  soon  be  a 
feature  of  first-class  American  railroads. 

Ill  nearly  every  largo  country  but  America,  and  in  many  of  the  smaller  countries, 
metal  ties  have  been  experimented  with,  and  I  would  strongly  urge  that  more  prac- 
tical attention  should  be  paid  to  so  important  a  matter  by  American  engineers,  rail- 
road men,  and  steel  manufacturers. 


At  the  International  Congress  of  Hailroads,  September  17  to  24,  1887, 
the  following  resolutions  were  the  outcome  of  its  discussions: 

(a)  The  opinion  of  the  Brussels  Congress  that  iron  ties  are  of  equal  value  to 
wooden,  has  liot  been  negatived  during  the  last  two  years;  the  application  of  iron 
tics  is  rather  on  the  increase. 

(6)  The  question  whether  the  use  of  wood  or  metal  ties  is  cheaper  depends  on  the 
local  conditions  and  the  state  of  the  iron  market. 

(c)  Regarding  cost  of  maintenance  and  renewal,  not  yet  sufficient  data  arc  on  hand 
for  lines  with  large  and  rapid  traffic;  for  medium  traffic  and  slow  trains  Ihe  iron  ties 
ofler  advantages,  especially  when  after  some  time  the  track  has  consolidated  and  the 
fastening  has  settled  well. 

(d)  For  the  "  Vautherin  "  form  the  use  of  a  homogeneous  metal  is  desirable. 


36 


37 


PATENTS     RELATING    TO     METAL     RAILWAY    TRACK. 

By  E.  E.  KussELL  Tratman. 

The  followiug  list  of  Uuited  States  patents  rclatiug  to  metal  railway 
track  will  be  found  useful  by  persons  interested  in  this  subject.  It  could 
not  practically  be  made  anything  more  than  a  descriptive  index,  giviug 
sufficient  information  to  enable  any  one  who  wishes  to  investigate  more 
fully  to  fiud  the  specifications. 

No.  l,->6,>;  date,  July  20,  1839;  J.  Stirapson.— Transverse  frames  resting  on  lou«i- 
tuillnal  timbers,  with  inclined  braces  to  bold  tbem  in  position,  and  sockets  at  tbo  top 
to  receive  the  web  of  a  rail  with  a  very  narrow  flange. 

No.  16,898;  date,  March  24,  1857;  H.  Carpenter.— A  short  hollow  post  under  each 
rail,  connected  by  a  tie-plate;  T-shaped  fastening  fitting  into  hollow  of  post. 

No.  18,494;  date,  October  27,  1857;  S.  A.  Beers.— Continuous  longitudinal  structure 
with  transverse  tie-plates.     Saddle  rail  of  J\,  section. 

No.  19,704;  date,  March  23,  1858;  S.  H.  Long.-Cross-ties  of  channel  p"]  section 
or  T  section  (the  latter  made  of  two  angle  irons).  Continuous  flat  plate  under  ordi- 
nary rail. 

No.  20,020;  date,  Juno  22,  1858;  W.  Bryent.— Combined  longitudmal  grooved  rail 
and  iron  pavement. 

No.  ;J2,794 ;  date,  July  9,  18G1 ;  B.  C.  Smith.— Wide  longitudinal  channel  sleeper  and 
rail  combined,  with  transverse  rods.  A  raised  rib  lengthwise  of  the  sleeper  forms  the 
rail. 

No.  30,579;  date,  September  30,  1862;  B.  C.  Smith.-Longitudinal  cast-iron  con- 
tinuous bearing,  of  channel  section,  connected  by  transverse  tie-rods.  Rail  secured 
to  chairs. 

No.  53,507;  date,  March  27,  1800;  Franz  Vcster.— Flat  cross-tie,  with  two  deep 
corrugations  along  its  whole  length.     Ends  turned  down. 

No.  00,711;  date,  July  10,  1807;  It.  M.  HolIand.-Cross-tie  of  A  section.  Flange 
cut  away  for  rails.     Hinged  wedge  fastening. 

No.  70,731 ;  date,  November  12,  1867 ;  Henry  McCan.— Broad  flat  transverse  base- 
plates, with  longitudinal  girders  held  together  by  tie-rods.  Rails  resting  on  top  of 
girdcra. 

No.  71,003;  date,  November  19,  1807;  Leonard  Repsher.— Wrought-irou  flat  cross- 
tie,  bent  up  at  ends  to  embrace  flange  and  web  of  rail,  angle-clamp  bolted  to  tie  on 
inside  of  rail.    Bolt  through  clamp,  web  of  rail,  and  end  of  tie. 

No.  83,880;  date,  November  10,  18GS;  J.- Potter.— Flat  transverse  base-plate,  with 
two  uprights  which  support  continuous  stringers,  to  which  flangeless  T-rails  are 
bolted. 

No.  109,504;  date,  November  22,  1870;  C.  Fisher.— Cross-tie  of  inverted  trough 
section,  with  closed  ends.  Two  pockets  for  wooden  bearing-blocks.  Rail  fastened 
by  flat  plates  resting  on  tie  and  rail  flange,  screwed  to  the  wooden  blocks. 

No.  112,805;  date,  March  21,1871 ;  S.  M.  Guest.-A  railway  joint  chair,  combined 
with  an  iron  cross-tie  of  T  section. 

No.  121,950;  date,  December  19,  1871;  J.  Newtou.-A  rail  fastening  for  iron  ties. 
Flat  tie  with  end  turned  up  ;  wooden  wedge  between  rail  and  end  of  tie ;  vertical  gib 
and  cotter  fastening  (with  serrated  cotter)  on  inside  of  rail. 

No.  123,526;  date,  February  0,  1872;  L.  E.  Towne.-Cylindrical  cross-tic  with  a 
flat  base  plate  at  each  end,  and  a  rail  chair  on  top  at  each  end,  secured  by  a  strap 
passing  round  the  tie. 


No.  124,521;  date,  March  12,  1872;  R.  M.  Upjohn.— Longitudinals  under  each  rail, 
of  1  section  with  very  high  vertical  web.  The  ?ail  is  of  _f\.  section  and  rests 
upon  the  flanges  of  channel  irons  bolted  to  the  vertical  web  of  the  longitudinals. 

No.  134,418;  date,  December  31,  1872;  James  Calkins.— The  continuous  longitudi- 
nals of  channel  sections  have  lugs  to  hold  the  outer  flange  of  rails ;  transverse  plates 
project  over  the  inner  flange  and  are  bolted  to  the  longitudinals. 

No.  1:30,007  ;  date,  February  18,  1873 ;  J.  W.  Kern.— A  continuous  roadbed  of  A  sec- 
tion, with  the  rails  laid  on  the  horizontal  flanges.  Transverse  base  i^lates  at  inter- 
vals.   The  bed  to  be  of  i-inch  boiler-iron. 

No.  133,518 ;  date,  June  3,  1873  ;  W.  Peck  and  H.  C.  Richman.- Two  chairs  con- 
nected by  a  horizontal  flat  tie-plate.     Wooden  bearing-blocks  in  the  chairs. 

No.  140,411 ;  date,  July  1,  1873;  C.  W.  Gulick.— A  flat  wrought-iron  cross-tie  with 
ribs  to  form  a  channel  for  the  flange  of  the  rail.  Fastenings  of  iron  -/g  inch  diam- 
eter under  tie,  passing  up  through  holes  in  the  same,  with  ends  bent  over  rail  flange. 
Ties  about  5  inches  wide  and  ^  inch  thick. 

No.  143,407;  date,  October  7,  1873;  P.  S.  Devlan. — A  cross-tie  made  of  two  iron 
plates  on  edge,  fastened  together  at  the  middle  and  widening  out  to  hold  a  wooden 
block  at  each  end. 

No.  144,207;  date,  November  4,  1873;  George  Keech.— Longitudinal  plates  under 
each  rail,  with  lugs  to  hold  outside  of  rail  flange.  Tranverse  tie-plates  project  over 
the  inner  flange  and  are  secured  by  horizontal  bolts  passing  through  lugs  on  the  base 

plate. 

No.  145,991;  date,  December  30,  1873;  II.  L.  De  Zeng.— Wrought-iron  cross-tie  of 
p-],  "^j"  \ff  or  other  section.  A  clip  stamped  out  of  the  metal  holds  outer  flange 
of  rail ;  loose  clip  secured  by  vertical  key  or  cotter  holds  inner  flange.    (See  1513/309.) 

No.  140,370;  date,  January  13,  1874;  G.  II.  Blaisdell.— A  cast-iron  cross-tie  of  A  sec- 
tion with  wide,  flat,  deep  emls,  having  sockets  for  wooden  blocks.  A  bolt  passes 
through  both  blocks  and  the  whole  length  of  the  tie. 

No.  147,503;  date,  February  17,  1874;  P.  Kendrick  and  J.  Stokes.— A  cross-tie  made 
of  two  old  rails  laid  parallel,  with  a  wooden  block  between  them  at  each  end,  and 
base  plates  if  desired. 

No.  148,242;  date,  March  3,  1874;  George  Potts.— Continuous  bearing  of  wood  held 
between  two  continuous  iron  stringers  of  _L  section,  the  top  of  the  web  being  bent 
over  to  hold  the  rail  flange.    Bolts  pass  through  the  three  pieces. 

No.  1.55,309 ;  date,  September  29,  1874 ;  H.  L.  De  Zeng.— A  cross-tie  of  inverted 
trough  section,  with  open  ends,  but  with  projecting  wings  at  ends  to  prevent  lateral 
displacement.     See  No.  334,096. 

No.  103,187  ;  date,  May  11,  1875;  S.  H.  Hamilton. — An  ironorsteel  cross-tie  of  square 
hollow  section  throughout,  or  only  at  ends.  Fixed  lugs  hold  the  inner  flange  of  rail, 
and  bolted  plates  hold  the  outer  flange. 

No.  103,254;  date.  May  11,  1875;  H.  Reese. — A  rolled  iron  cross-tie  of  T  section; 
lugs  stamped  out  while  hot  from  the  rolls.  Bent  cliji  and  horizontal  wedge  fastening 
for  outer  flange  of  rail.     (See  214,192.) 

No.  104,793;  date,  June  22, 1'575;  Ramon  Baiiolas. — Cross-tiesof  I  section,  carrying 
longitudinal  stringers  of  X  section,  to  which  flangeless  rails  of  "]  section  are  bolted. 

No.  100,025;  date,  August  10,  1875:  R.  E.  Nichols. — A  continuous  hollow  bearing, 
section  similar  to  lower  half  of  letter  /\  ;  bottom  closed;  top  open,  with  horizontal 
flanges  to  carry  the  rail  flange  ;  cross-tiesof  \  |  section.  Longitudinals  and  cross- 
ties  filled  with  broken  stone. 

No.  171,422;  date,  December  21,  1875;  John  Quigley.— A  cast-iron  cross-tie  with 
chair  combined,  for  street  railway  track. 

No.  172,041;  date,  January  11,  1870;  E.  E.  Lewis.— A  cross-tie  of  +  section,  with 
the  top  vertical  flange  cut  away  for  the  rails,  which  are  secured  by  wedges.  (See 
183,700.) 

No.  170,213;  dale,  April  18,  1870;  George  D.  Blaisdell.— A  cast-iron  cross-tie,  with 


i  H 


38 


39 


wide  ends  and  loose  bearing  blocks,  all  held  together  by  a  bolt  running  through  the 
whole  length  of  the  tie. 

No.  182,984;  date,  October:?,  187G;  Leonora  E.  Yates.— Cross-ties  of  1 f,  ~S/^ , 

or  "Xf  section,  the  latter  being  semi-cjlicdrical,  with  flanges.    Tlie  rails  are  fastened 
by  bolted  clamps. 

No.  183,763;  183,767;  183,768;  date,  October  31,  1876;  E.  E.  Lewis. -A  cross-tie  <;f 
+  section  ;  rails  of  diflferent  forms.    Also  a  joint  tie  of  J,x  section.     (See  172,041.) 

No.  185,808;  date,  December  26,  1876;  D.  S.  Whittenhall.— A  cross-tie  of 
y\y\y^^  section;  the  rails  resting  in  notches  in  the  top  ridges. 

No.  188,087;  date,  March  6,  1877;  H.  S.  Wilson.—A  cross-tie  of  J  section,  with 
fixed  and  movable  rail  clips. 

No.  188,710;  date,  March  20,  1877;  N.  S.  White.— A  continuous  bed-plate  under 
each  rail,  with  cross- ties. 

No.  liK),739;  date.  May  15,  1877;  A.  H.  Campbell.— A  cast-iron  cross-tie,  with 
sockets  for  wooden  bearing-blocks. 

No.  192,842;  date,  July  10,  1877;  A.  W.  Serres.— A  continuous  bearing  of  .^A^ 
section  (in  two  pieces)  under  each  rail,  with  transverse  tie-bars.  The  web  of  a  flange- 
less  rail  lies  between  the  two  vertical  webs.  (This  track  has  been  used  in  Europe. 
See  Engineering  News,  New  York,  January  29,  1887,  page  73;  also  Railroad  Gazette, 
New  York,  August  19,  1887.) 

No.  198,0t0 ;  date,  December  11, 1877  ;  John  13.  Ward.— A  longitudinal  iron  pipe  (for 
conveying  water)  under  each  rail;  the  bottom  of  rail  curved  to  fit  pipe. 

No.  198,464  ;  date,  December  25, 1877;  E.  E.  Lewis.— A  cross-tie  consisting  of  an  old 
rail  with  two  notches  cut  to  the  level  of  the  flange  to  admit  the  track  rails.  Two 
rails  with  wooden  bearing-blocks  used  at  joints.     (See  172,041.) 

No.  198,618 ;  date,  December  25,  1877 ;  D.  Horrie.— A  transverse  truss  of  cast  or 
wrought-iron.    Horizontal  hook-bolt  fastenings. 

No.  201,667  ;  date,  March  26, 1878;  H.  A.  Haarmann.- Continuous  bearing  for  each 
rail,  with  cross-ties.  This  track  has  been  extensively  used  in  Europe.  (See  Engi- 
neering News,  New  York,  January  29,  page  74.)    (See  219,856.) 

No.  206,647;  date,  July  30,  1878;  T.  W.  Travis. -A  hollow  cross-tie,  with  boxes  at 
the  ends  open  on  top.  The  rails  are  held  between  two  c1  clips;  tbe  groove  holds 
the  rail-flange ;  the  upper  web  lies  against  the  rail  web,  and  the  lower  web  is  wedged 
into  the  box. 

No.  207,242;  date,  August  20,  1878;  J.  A.  Bonnell.— An  inverted  trough  cross-tie, 
with  closed  ends  and  corrugated  top.    Bolted  clips  or  angle-bar  fastenings  for  rails. 

No.  207,320;  date,  August  20, 1878 ;  J.  H,  Thompson.— A  cross-tie  made  in  two  pieces, 
dove-tailed  together  in  the  middle.    The  rails  rest  on  wood  blocks. 

No.  207,719 ;  date,  September  3,  1878 ;  W.  E.  Curtiss.— A  wrought-iron  cross-tie  of 
inverted  trough  section  with  flaring  sides,  having  a  brace  of  the  same  section  inside 
under  each  rail.    The  ends  are  open.    Rails  secured  by  bolted  clips. 

No.  210,774;  date,  December  10,  1878  (patented  in  Germany,  January  18,  1878);  F. 
B.  Freudenberg.— A  wrought-iron  cross-tie  of  somewhat  similar  section  to  the  preced- 
ing one.  Hooked  clips  are  riveted  on  for  the  inside  and  outside  flange  on  alternate 
ties,  the  rails  being  sprung  into  place.    Long  ties  for  double  tracks. 

No.  214,192;  date,  April  8,  1879;  H.  Reese.— A  cross-tie  of  T  section,  with  the  ends 
of  the  horizontal  table  turned  down  at  an  angle.  Clip  and  wedge  fastening.  (See 
163,254.) 

No.  215,675;  date.  May  20, 1879;  H.  Reese.— Improvements  upon  the  preceding  one. 

No.  216,846;  date,  June  24,  1879;  L.  A.  Gouch.— A  cross-tie  of  — f—  section,  the 
longitudinal  web  being  the  widest  and  having  its  edges  turned  up  or  down. 

No.  218,559  ;  date,  August  12,  1879;  S.  Nicholls  (of  England).— A  continuous  broad 
bed-plate  under  each  rail,  for  street  railways.  The  rail  is  formed  of  two  channels, 
leaving  a  space  between  for  the  wheel  flange  "^   Q 

No.  218,603;  date,  August  12,  1879  ;  A.  P.  Whiting.— A  cross-tie  of  H  section,  the 
top  flange  cut  away  for  the  rails.     Bolte<l  clips  hold  the  inner  flanges  of  rails. 


No.  218,648;  date,  August  19,  1879;  C.  F.  Wagner  (of  Austria). -A  cross-tie  com- 
posed of  two  parallel  pieces  of  T  section,  fastened  together  by  cross-strips.     Bolted 

clip  rail  fastenings. 

No.  218,873;  date,  August  26,  1879;  C.  Hanshaw.-A  cross-tie  made  in  two  pieces 
lengthwise ;  on  one  piece  are  clij-s  for  the  inner  flange  of  one  rail  and  the  outer  flange 
of  the  other,  and  on  the  other  piece  are  clips  for  the  outer  and  inner  flanges,  respect- 
ively. The  two  pieces  are  held  together  by  a  flat  horizontal  key  driven  between 
other  clips  in  the  middle  of  the  tie. 

No.  219,856;  date,  September  23,  1879;  H.  A.  Haarmann,  of  Prussia,  (see  No. 
201,667).— A  cross-tie  of  inverted  trough  section  with  flaring  sides,  and  a  flat  or 
grooved  top  table.    The  rail  fastenings  are  C-shaped,  with  a  bolt  passing  under  the 

rail. 

No.  220,026 ;  date,  September  30,  1879 ;  H.  T.  Llvingston.-A  tubular  cross-tie  of 
oval  section  with  a  flat  surface  under  each  rail.  Rails  fastened  by  bolts  screwed  into 
the  tie.     Interior  of  tie  packed  hard  with  straw,  grass,  etc. 

No.  221,596  ;  date,  November  11,  1879  ;  O.  E.  Mullarky.— A  cross-tie  of  channel  sec- 
tion I 1  with  wooden  bearing  blocks  wedged  inside  under  the  rails.    The  rails  are 

fastened  by  bolted  clips. 

No.  223,187;  date,  December  30, 1879  ;  J.  R.  Sullivan.— Two  separate  cast-iron  bear- 
ing pieces  connected  by  a  tie-bar.    Each  rail  is  secured  by  a  cast-iron  wedge. 

No.  226,308  ;  date,  April  6,  1880  ;  A.  Grsig  (patented  in  England  March  25, 1879).— 
Flat  crose-ties  with  one  or  two  grooves  along  the  whole  length.  A  brace  or  clip  is 
riveted  to  hold  the  outside  of  the  rail,  and  the  rail  is  held  against  it  by  a  hook  bolt, 
the  body  of  which  lies  in  the  groove  and  has  a  nut  at  the  end  of  the  tie.  (This  sys- 
tem is  much  used  for  portable  railways  manufactured  in  England.) 

No.  227,602  ;  date.  May  11,  1880 ;  D.  S.  Whittenhall.— Improvements  on  No.  185,808. 

No.  9,292  (re-issue) :  date,  July  13,  1880;  H.  Reese.— See  original  number  214,192  of 

April  8,  1879. 
No.  230,826;  date,  August  3,  1880;    Lewis  Scofield.— A  cross-tie  of    ^TL  section. 

Riveted  and  bolted  clips  for  rail  fastenings. 

No.  231,755;  date,  August  31,  1880;  William  Brown.— A  hollow  cross-tie  of  rectan- 
gular section,  with  concave  bottom  and  open  ends.  A  rib  at  the  ends  keeps  the  rail 
in  position,  and  it  is  fastened  down  by  hooked  bolts  with  nuts  inside  the  tie. 

No.  233,528;  date,  October  19,  1880;  W.  C.  Lutz.— A  cross  tie  of  i  section,  with  the 
rails  secured  by  flat  hooked  clips  bolted  to  the  side  of  the  vertical  web.     (See  241,389. ) 

No.  235,078  ;  date,  December  7,  1830  ;  G.  H.  Gilman.— A  cast-iron  cross-tie  of  rectan- 
gular section,  with  grooves  to  reduce  the  weight.    The  rails  are  held  by  fixed  and 

movable  lugs. 

No.  235,321 ;  date,  December 7, 1880 ;  F.  A.  Williams.— The  two  broad  bearing  plates 
on  which  the  rails  rest  are  connected  by  two  transverse  tie-plates,  placed  on  edge. 

No.  240,987 ;  date.  May  3,  1881;  I.  W.  Flock.— A  cross-tie  made  of  an  ordinary  rail, 
head  down,  with  strengthening  sections  and  a  broad  base  plate  bolted  to  it.  It  is 
curved  into  an  arch  form,  high  in  the  middle,  with  the  ends  level  for  the  track  rails. 

No.  241,389;  date.  May  10,  1881;  W.  C.  Lutz.— A  cross-tie  of  cylindrical  form,  with 
flat-bearing  surfaces  for  the  rails;  or  with  a  vertical  web  on  top,  with  notches  for  the 

rails.     (See  233,  528.) 

No.  242,850;  date,  June  14,  1831;  H.  Thielsen.— Cross-tie  of  T  section;  in  two 
halves,  one  under  each  rail.  Bent  clips  formed  out  of  the  metal  of  the  tie.  The 
two  pieces  keyed  together  at  the  middle.     (See  317,244.) 

No.  246,888 ;  date,  September  13,  1881 ;  G.  A.  Jones.— A  cross-tie  of  i  section  with 
the  ends  formed  into  a  chair.  The  rail  is  held  in  the  chair  and  spiked  to  a  wood 
block. 

No.  247,248;  date,  September  20,  1881;  Levi  Haas. -A  cross-tie  made  of  an  old  rail 
with  the  ends  resting  on  wood  blocks  ;  the  track  rails  are  secured  to  the  top  of  the 
tie.     (See  257,572.) 


II 


I 


J  or 


4d 

Nos.  •24iV>rO,  240,2:1 ;  «l5ite,  Novoinbcr  8,  1.^81 ;  E.  H.  Tobey.— Cr«»ss-tit's  of  I 
V  auction;  the  rails  are  held  in  chairs  resting  on  wooden  blocks. 

No.  249,503  ;  date,  November  15,  1881 ;  J.  CMark.-A  cross-tie  of  semicircular  section 
^  \  ^  *^i*^  bottom  fastened  to  a  flat  bed-plate  the  whole  length  of  the  tie.  The 
top  of  the  arch  cut  away  for  the  rail.     (See  256,  199,  259,  and  095.) 

No.  2r>l,251 ;  date,  December  20,  laSl ;  C.  F.  Krenz.~A  flat  cross-tie  with  thickened 
ends  to  hold  the  outer  flanges,  of  the  rails  ;  and  a  flat  cross-tie  with  another  flat  piece 
rt-.^ting  on  it  to  hold  the  inner  flanges  ef  the  rails.  These  ties  placed  altematelv. 
(Mv  263,919.) 

No.  254,802;  date,  March  14,  1882;  J.  Conloy.— A  flat  cross-tie  in  two  pieces,  with 
th«>  inner  end  of  each  turned  up  so  as  to  bo  bolted  together.  Under  the  rails  the  sitles 
arc  turned  down.     Clips  are  sta-nped  out  of  the  metal.     (See  332,  384.) 

No.  255,5.54  ;  date,  March  28,  1882 ;  F.  A.  Williams.— A  cross-tie  of  shallow  inverted 
trough  section,  with  broad  ends.  The  rails  are  held  against  fixed  clips  by  plates  the 
whole  length  of  the  tie,  placed  on  edge,  underneath,  with  a  hooked  end  to  hold  the 
rail  flange.     These  plates  arc  secured  by  a  horizontal  key  in  the  middle  of  the  tie. 

No.  256,199;  date,  April  11,  1882;  J.  Clark.-Improvements  upon  No.  249,503. 

No.  257,437;  date.  May  2,  18S2;  11  Do  Zavala.— A  cross-tie  of  A  section,  with  U 
bolts  passing  nnder  the  rail  and  having  nuts  screwed  dowu  on  the  rail  flange. 

No.  257,572;  date.  May  9,  1882;  Levi  Haas.- A  cross-tie  consisting  of  two  cast-iron 
bed-plates,  with  bearing  blocks  to  which  the  rails  are  bolted.  A  tie-bar  connects  the 
two  bed  plates.— See  No.  247,  248,  315,  771,  389,  and  464. 

No.  259,095;  date.  June  ti,  1882;  J.  Clark.— Further  improvements  on  Nos.  249  ,503 
aiid  256,199.     (See  270,  637  ;  also  August  5,  1884,  and  358,  144.)  ' 

No.  259,82:3;  date,  June  20,  1882;  A.  L.  Cubberlery.-A  flat  cast  iron  cross-tie, 
with  concave  bottom,  and  dove-tail  grooves  on  top  for  sliding  rail -fastenings  into 
place. 

No.  259,891;  date,  June  20, 18-52  ;  J.  H.  Meacham.— A  cross-tie  of  x  section,  with 
end  boxes  foif  wood  blocks,  to  which  the  rails  are  secured  by  hook  bolts. 

No.  200,231;  date,  June  27,  lh82;  J.  Parr.— A  cast-iron  cross-tie  with  fixed  and 
movable  lugs  for  the  flanges  of  the  rails,     (See  277,333.) 

No.2C3,919;  date,  September  5,  1832;  C.  F.  Kreuz.-A  cross-tie  of  H  section,  the 
rails  resting  on  the  web  and  secured  by  wedges.     An  improvement  on  No  251  251 

No.  265,760;  date,  October  10,  188-;  M.  I.  Cortright.-A  cross-tie  with  two  grooves 
or  corrugations  in  its  length,  and  with  notches  toreceiv ;  the  flanr^e  of  the  rails 

No,  267,930;  date,  November  21,  1882  ;  G.  L.  Putnam.-A  cross-tic  of  square  seel  ion 
hollow  or  solid,  with  hooked  spikes  put  in  place  from  the  bottom  and  tanerin.r  „„! 
wards.     (See  285,842.)  "     ' 

No.  269,442;  date,  December  19,1882;  R.  B,  Meeker.-Cross-ties  of  J  section,  with 
broad  table.  Flat  horizontal  bars  with  turned-up  ends,  used  alternately  with  the 
ties.     The  rail  to  be  of  extra  height,  bolted  to  chairs 

No.  270,637;  date,  January  16,  1883 ;  .1.  Clark.-A  flat  cross-tie  with  archfd  bearing, 
plates  and  chair?.     See  No.  259,095.  " 

No.  272,850;  date,  February  27,  1883;  T.  Breen.-A  flat  cross-tie  twisted  spirally  in 
the  middle  and  having  the  ends  turned  up.     (See  294,191.) 

Nii.  274,309 ;  date,  March  20,  1883 ;  W.  H.  Gibbs  and  George  Snook.-A  cross-tie 
of  1  section,  with  supports  for  a  rail-chair  of  inverted-trongh  section,  with  a  wooden 
block,  to  which  the  rail  is  secured  by  hooked  clamps. 

No.  276,414  ;  date,  April  24,  1883;  E.  B.  Hungerford.-A  cross-tie  of  shallow  chan- 
nel section  I f .    The  flanges  are  cut  away  and  notched  to  hold  the  rail-flan<re  and 

the  rail  re.st8  on  a  loose  bed-plato  with  a  clip  to  hold  the  other  flange ;  the  plate  being 
held  in  place  by  a  horizontal  key  driven  through  holes  in  the  tie-flanges 

No.  277,:i:J3;  <late,  May  8,  1883;  J.  Parr. -A  hollow  cast-iron  cross-tie.  The  rails 
are  secured  to  loose  chairs,  having  long  projections  which  run  nearly  through  the 
tic  and  are  secured  by  a  vertical  f>i»lt  at  the  middle  of  the  tie.     (See  No.  260  231.) 


41 

No.  280,110;  date,  Juno  26,  1883;  S.  B.  Wright— A  cross-tie  of  inverted-trough 
section,  with  the  iusido  of  the  top  arched.     (See  298,539.) 

No.  280,200 ;  date,  June  26,  18S3 ;  J.  Mahoney  and  D.  W.  Shockley.— A  cross-tie 
o^!_iJL  section,  with  wooden  bearing-blocks.     (See  No.  370,634.) 

No.  231,800;  date,  July  24,  1883;  A.  R.  Spaulding. — A  cross-tie  of  channel  section 
I  I  to  which  the  rail  is  fastened  by  a  series  of  flat  horizontal  keys  or  wedges  in 
dove-tailed  grooves. 

No.  283,076;  date,  August  14,  1883;  J.  L.  Chapman. — Cross-ties  of  shallow  channel 

I I,  or  of  two  flat  plates,  one  above  the  other,  separated  by  distance-blocks.     Each 

rail  is  secured  by  bolted  clips  to  a  bed-plato. 

No.  283,230;  date,  August  14,  1883  ;  H.  F.  Flickiuger.— A  cross-tie  of  I  section,  to 
which  the  rails  are  secured  by  n  bolts  with  the  nuts  on  the  under  side  of  the  top 
flange  of  the  tie. 

No.  284,157;  date,  August  28,  1883;  J.  W.  Young.— A  hollow,  open-sided,  elastic 
cross-tie  of  3  section  ;  to  be  filled  with  ballast  or  earth  on  surface  lines.     Two 

or  more  of  these  plates  to  be  placed  inside  one  another,  with  one  side  open,  or  to  form 
a  closed  tie.     It  is  claimed  to  be  adapted  to  elevated  roads. 

No.  285,833;  date,  October  2,  1883;  John  Newton. — Channel-iron  stringers  |  | 
with  flat  cro.ss-ties  fastened  to  the  top. 

No.  285,842;  date  October  2,  1883;  George  L.  Putnam.— A  cross-tie  of  T  section, 
depressed  in  the  middle  to  hold  a  water-trough  for  supplying  locomotives.  The  rails 
are  secured  by  bolted  clips.    See  No.  267,930. 

No.  285,986;  date,  October  2,  1883;  Clark  Fisher.— A  bent-plate  cro.ss-tie,  of  f|  sec- 
tion in  the  middle,  with  flat  ends.  A  U  bolt  passes  under  the  rail,  and  washers  are 
screwed  down  on  the  rail  flange  by  the  nuts. 

No.  287,418;  date,  October  30,  1883;  J.J.Clarke  (of  Peru).— A  flat  plate  tie  for 
port.ible  railway  track,  with  special  joint  fastenings.  (Assigned  to  A.  W.  Colwell, 
New  York.) 

No.  289,806;  date,  December  11, 1883  ;  T.  J.  Brouson  and  A.  Armstrong. — An  iron  or 
steel  cross-tie  of  approximately  semi-cylindrical  section  Q,  with  lugs  struck  up  Irv 
means  of  dies. 

No.  290,793;  date,  December  25,  1883;  L.  O.  Orton.— A  flat  inverted  trough  cross- 
tie,  with  wedge-shaped  boxes  projecting  above  and  below  to  hold  the  bearing  blocks 
and  fastenings. 

No.  291,514;  date,  Januarys,  1884;  II.  II.  Holbrook.— A  hollow  cross-tie  of  oval 
section,  with  thickened  portions  under  the  rails;  rails  secured  by  bolted  clips. 

No.  292,421;  date,  January  22,  1884;  J.  J.  Du  Bois.— A  cross-tio,  with  dove-tailed 
groove  for  rail  and  a  wedge  fastening. 

No.  293,194;  date,  Februarys,  1884;  J.  Reven.— A  flat  tie-bar  to  keep  rails  from 
spreading;  one  end  bent  up  to  hold  rail,  the  other  end  having  thread  and  nut,  with 
movable  clamp. 

No.  293,302;  date,  February  12,  1884;  George  W.  Bloodgood.— Bolted  clips  for  fast- 
ening rails  to  ties  of  inverted- trough  section. 

No.  294,191;  date,  February  26,  1884;  T.  Breen.— A  crois-tio  made  in  two  pieces, 
lengthwise;  placed  side  by  side,  holding  the  rail-chairs  and  fastenings  between 
them.     (See  272,850.) 

No.  296,725;  date,  April  15,  1884;  W.  T.  Carter.— A  hollow  cross-tie,  with  flat  top 
and  bottom  and  concave  sides. 

No.  298,539;  date.  May  13,  1884;  S.  B.  Wright.— Fastening  rails  to  inverted-trough 
cross- ties  by  clips  and  T- headed  bolts.     (See  No.  280, 110. ) 

No.  299,557 ;  date,  Juno  3,  1884 ;  J.  Lockhart.-A  clamp  or  tie-rod,  to"  be  used  in 
connection  with  wooden  ties.  A  tie-rod,  running  across  the  track,  has  damps  to 
hold  the  rail  flanges,  the  inner  clamps  being  held  by  set-sc?ews.  It  is  claimed  that 
soft-wood  ties  can  be  used,  as  there  will  be  no  tendency  for  the  rails  to  spread  (See 
327,285.) 


ofl 


42 

No.  302,965  aud  No.  302,9.>G ;  date.  Angiist  5,  1884 ;  C.  S.  Westbrook.-A  cross-tie 
' '        I  section,  with  parts  of  the  horizontal  table  cut  away.     The  rails  are  held  by 


riveted  and  keyed  angle  jdates. 

Nos.  10,504,  and  10,505  (re-issnes) ;  date,  August  5,  1884  ;  J.  Clark.-Iniprovemeuts 
in  No.  249,503. 

No.  303,373;  date,  Angust  12,1884;  E.G.  Holtham  (of  England).  Patented  in 
England,  December  22,  18S3.-Broad  longitudinals  under  each  rail,  with  transverse 
tic- rods,  and  with  additional  side  plates  to  increase  the  bearing  on  the  ballast. 

No.  304,746;  date,  September  9,  1884  j  G.  W.  B.  Neal.-A  cross-tie  made  of*  trian- 
gular  section,  with  the  rails  carried  in  and  bolted  to  chairs  fastened  to  the  apex  of 
the  tie.  t  ■ 

No.  ;306,0[K) ;  d;»to,  October  7,  1884  j  Robert  Moffly.-A  cross-tie  made  of  three 
pieces  the  full  length  of  the  tie,  bolted  together  so  as  to  form  a  1  slot  along  it  in 
which  the  rail  fastenings  slide.  ' 

No.  .300,139  ;  date,  October  7,  1884  ;  B.  W.  De  Courcy.-A  cross-tie  of  J-^A  section, 
with  the  rails  resting  on  the  top  and  secured  by  hooked  clamps  bolted  together  below 
the  rail. 

No.  309,428;  date ,  December  IG,  1884;  J.  H.  Williams. -A  cross-tie  of  U  section 
with  wooden  blocks  to  which  the  rails  are  spiked. 

No.  310,269;  date,  January  6,  1865;  Abraham  Gottlieb.— A  cross-tie  of  inverted- 
trough  section,  with  a  groove  along  its  top  table.  The  rail  is  fastened  by  bolted 
clips  or  a  special  form  of  locking-plaloor  chair. 

No.  312,566;  date,  February  17.  18d5;  W.  H.  Kuowlton.-Cross-ties  of  different  sec- 
tions. 

No.  312,717;  date,  February  27, 1885 ;  E.N.  Higley. -A  flat  cross- tie  with  sides  and 
ends  tnrned  down  and  with  a  vertical  rib  along  the  middle.     This  rib  cut  away  for 

the  rails,  which  are  fastened  by  bolted  clips.    General  section  thus,  ^ — '  > ^.    See 

No.  334,228.     (Manufactured  by  the  International  Railway  Tie  Co.,  of  New  York 
See  Appendix  B  of  report  on  metal  track.) 

No.  312,881 ;  date,  February  24,  18S5 ;  W.  McVey.-A  metal  cross-tie  in  two  pieces 
mortised  together  at  the  middle  and  secured  by  a  bolt.  ' 

No.  313,072;  date,  March  3,  1885;  A.  A.  Harrison.-A  combined  flat  longitudinal 
and  cross  tie;  the  cross-tie  having  plate  at  right  angles  and  being  laid  so  that  these 
plates  of  adjacent  ties  meet. 

No.  314,757;  date,  March  31, 1885;  C.  H.  Van  Ordeu.-A  cross-tie  of  T  section,  with 
a  rail  chair  at  each  end,  the  rails  being  secured  by  bolts  which  have  hooked  ends 
passing  through  the  top  of  the  tie. 

No.  315,047 ;  date,  April  7, 1885 ;  M.  A.  Martindale.-Longitudinals  of  inverted-trough 
section  with  rails  forming  a  part  of  or  bolted  to  the  top  table.  Connected  by  trans- 
verse tie  plates.     Claimed  to  be  adapted  for  laying  along  highways. 

No.  315,771 ;  date,  April  14, 1885 ;  L.  Haas. -A  cro.*s-tie  made  of  two  pieces  the  full 
length  of  the  tie,  with  the  section  of  figure  1,  having  wooden-bearing  blocks  to  which 
the  rails  are  spiked.     See  No.  257,752. 

No.  317,244  ;  date,  May  5,  1885 ;  H.  Thielsen.-A  cross-tie  of  T  section,  the  sides  of 
the  top  table  being  turned  down.     (See  No.  242,850.) 

No.  317,763;  date,  May  12,  1885;  M.  A.  Glynn  (of  Cuba).- Cross-ties  of  Fl  or  l 
section  ;  also  longitudinals  of  inverted  trough  section. 

No.  319,010;  date,  June  2,  1885;  A.  J.  Moxhani.-A 'cross-tie  made  of  two  an-le- 

irons,  with  distance-plates  at  the  ends  and  middle  | 1 ;  the  rails  are  bolted  to 

high  chairs.    The  tie  is  intended  for  street  railways,  and  is  shown  with  a  center- 
bearing  girder-rail. 

No_319,813;  date,  June  9,  1885;  G.  C.  H.  Hasskail.-A  hollow  box  cross-tie,  with 
^  7^  -siiapcd  web  inside ;  the  small  middle  space  receiving  the  T  heads  of  the  track- 
bolts.  It  is  also  to  be  used  as  a  longitudinal  sleeper  for  street  railways,  the  two  Urge 
side  spaces  being  used  as  conduits  for  telegraph  wires,  etc. 


43 

No.  320,231  ;  date,  Juno  16,  1885;  E.  D.  Dougherty  and  George  B.  Bryant. — A  cross- 
tie  of  rectangular  section,  with  an  opening  in  the  top  table  to  receive  a  smaller  cross- 
tie  to  which  the  rails  are  fastened,  and  which  rests  on  springs  placed  in  the  larger 
box. 

No.  323,356  ;  date,  July  28,  1885  ;  G.  Murray.— A  flat  cross-tie  thickened  under  the 
rail,  and  having  a  rib  at  the  bottom  under  each  rail,  and  in  the  middle  ;  the  rails  se- 
cured by  bolted  plates. 

No.  323,430 ;  date,  August  4, 1885 ;  J.  K.  Lake. — A  combined  metal  stringer  and  cliAir 
for  street  railways. 

No.  323,809;  date,  August  4,  1885;  William  B.  Henning.— A  longitudinal  plate  lies 
under  each  rail ;  with  cross-ties  having  deep  ends  with  J[  slots  to  receive  the  web  and 
flange  of  the  rails.     (See  376,884.) 

No.  325,020;  date,  August  25,  18S5;  R.  R.  Shepard. — A  cross-tie  of  channel  section 
I        I  with  one  outer  and  one  inner  lug  for  each  rail,  and  two  |        slots  for  clips  of 
I  -shnpo  with  eccentric  heads. 

No.  326,874;  date,  September  22,  1885  ;  P.  Kirk  (of  England).— A  cross-tie  with  in- 
ereuse<l  thickness  at  the  rail  seats,  and  with  two  lugs  or  clips  punched  up  to  hold  the 
llaiige  of  each  rail ;  the  rail  being  secured  by  a  wedge  driven  between  the  flange 
and  one  of  the  lugs  (patented  in  England,  France,  Belgium,  aud  Spain,  in  1885). 

No.  327,285;  date,  September  29,  1885;  J.  Lockhart. — An  improvement  upon  N</. 
299,.557. 

Nos.  327,745  and  327,843;  date,  October  6,  1885;  L.  E.  Whipple. — A  cross-tie  of  X 
section,  made  of  two  curved  plates  placed  back  to  back  and  having  flat  plate  across 
top  and  bottom. 

No.  328,6:i2  ;  date,  October  20, 1835  ;  J.  S.  Ammou. — A  cross-tie  of  /^  section  with  rail 
chairs  secured  to  the  top  ridge. 

No.  329,429 ;  date,  November  3, 1885 ;  G.  E.  Baldwin. — A  pair  of  rail  chairs  of  jr\_ 
shape,  resting  on  wooden  blocks  and  tied  together  by  a  rod.     The  top  table  has  a 
groove  to  receive  the  web  of  a  rail  of  T  section,  having  no  bottom  flange.     Intended 
especially  for  city  railways. 

No.  329,821 ;  date,  November  3,  1885  ;  P.  Davey. — A  cross-tie  of  channel  section,  to 
which  the  rails  are  secured  by  keys  and  Z-shaped  clamps,  the  lower  part  of  the  latter 
lying  inside  the  tie. 

No.  332,384  ;  date,  December  15,  1885 ;  J.  Conley.— A  fastening  for  attaching  rails 
to  metal  ties,  which  have  lugs  to  hold  the  outer  flange  of  rail.  The  fastening  is  a  bar 
inside  the  tie,  with  a  hook  at  one  end  projectijig  through  a  hole  and  holding  the  rail 
flange,  while  the  other  end  is  bent  up  against  the  end  of  the  tie.     (See  254,802.) 

No.  3;i3,015 ;  date,  Deccmber22, 1885 ;  J.  Howard  and  E.  T.  Boustield  (of  England).— 
A  cross  tie  of  /  \  section,  with  a  U-shaped  depression  for  each  rail,  the  rail  being 
secured  with  a  wooden  wedge.  (These  ties  have  been  used  with  the  English  double- 
headed  rail ;  patented  in  England.)     (See  3:^5,523.) 

No.  33.3,480;  date,  December  29, 1885  ;  L.  B.  Prindle. — A  steel  cross-tie  three-eighths 
to  one  inch  thick  ;  channel  section  j  | ;  at  each  end  is  a  slot  to  receive  a  tenon  at 
the  bottom  of  a  rail  chair. 

No.  334,228;  date,  January  12,  1885;  E.  N.  Higley. — An  improvement  on  No. 
312,717.     (See  353,028.) 

No.  334,696;  date,  January  19,  1886;  H.  L.  De  Zeng. — An  improvement  in  fasten- 
ings.    (See  Nos.  145,991  aud  155,369  ;  also  380,623.) 

No.  335,523;  date,  February  2,  1886;  J.  Howard  and  E.T.Bousfield  (of  England). — 
A  cross-tie  made  of  a  metal  sheet  or  plate,  with  one  or  more  corrugations  lengthwise, 
the  rails  being  held  in  chairs  made  by  cutting  away  the  corrugations.     (See  No. 
333,015.) 

Nos.  335,804  aud  335,805;  date,  February  9,  1886;  E.  P.  J.  Freeman.— A  cross-tie 
made  of  a  sheet  of  metal  bent  to  form  a  reclangnlur  box.  A  wooden  block  is  placed 
inside,  under  each  rail,  and  a  spike  is  driven  into  the  wood  through  a  hole  in  the 


I 


li 

i 


44 


46 


metal.  The  spike  may  bo  split  so  as  to  flare  like  A  when  driven  in  combiiiatioD,  a 
guard-rail  of  a  plate  bent  to  Z  sbiipc,  the  rail  lying  on  the  bottom  flange  and  all  fast- 
ened to  the  tie. 

No.  338,057;  date,  March  lt>,  1886;  J.  Gearon.-A  continuous  road-bed  made  ol 
channel  cross-ties  placed  alternately  j j  and  | f ,  with  the  vertical  flanges  over- 
lapping one  another. 

^o.  339,275;  date,  April  6,  1886;  J.  DeMott.-A  cross- tie  with  a  rail  chair  at  each 
end.    The  end  of  the  tie  is  rounded  on  plan,  and  is  embraced  by  a  C  clamp 

with  the  ends  turned  np  to  hold  the  rail  flange. 

No.  339,938;  date,  April  13,1836;  F.  F.  Scott.-A  cros.-tie  with  a  chair  for  each 
rail;  one  half  of  chair  fixed,  the  other  fastened  by  bolts.  Pins  driven  through  the 
web  of  the  rail  prevent  vertical  movement. 

No.  340,118;  date,  April  20,  1886;  H.  Howard,-A  deep  channel  [ f  cross-tic  for 

street  railways.   The  rails  are  keyed  to  chairs  resting  on  the  top  of  the  llann-es. 

No.  341,416;  date,  May  4, 1886  ;  F.  V.  Greene.-For  street  railways.  A  continuous 
cast-iron  hollow  bearing  (preferably  10  feet  long  and  weighing  140  pounds  per  yard) 
nnder  each  rail.  The  rails  are  grooved,  and  are  screwed  to  the  top  of  the  lonnritn- 
dinal.  " 

No.  342,987;  dale,  Juno  1,  1886;   A.  N.  Warner  and  T.J.  Dcakin.-A  cross-tie  of 

channel  soctiou  I 1  with  T-shai.ed  rail  chairs  fitting  into  it.     The  rail  secured  to 

chairs  by  bolts  with  hooked  ends,  the  nuts  being  under  the  flange  of  the  chair 
.  No.  344,011;  date,  June  22,  1886;  C.  H.  Sayre.-Flat  or  arched  /— >^  cross-ties 
with  i.ieces  punched  out  of  the  top  and  bent  to  embrace  the  flange  and  web  of  the 
rail. 

No.  344,185;  date,  June  22,  1886;  W.  Kilpatrick.-A  cross-tie  of  ^'^^T'  section, 
with  a  slot  along  the  flat  top  to  receive  the  bottom  of  the  rail  chairs. 

No.  :i44,826;  date,  July  6,  1886;  I.  F.  Good. -A  flat  cross-tie  thickened  and  widened 
at  the  ends  to  form  rail  chairs,  and  having  flanges  projecting  down  under  the  chairs. 
The  rails  secnred  by  keys. 

No.  345,733;  date,  July  20,  1886;  C.  Sailllez.-A  cross-tie  of  channel  section  | 1 

with  lugs  to  hold  the  rail  flanges.  The  flanges  are  cut  away  at  the  ends  to  allow  of 
woo«len  stringers  being  used  nnder  the  rails. 

No.  346,998;  date,  August  10, 1886;  D.  Kaufman.-Flat  cross-ties  with  chairs  at  the 
ends,  and  longitudinal  continuous  flat  plates  beyond  the  chairs.  The  space  between 
the  rails  is  covered  by  a  continuous  arched  plate. 

No.  349,524;  date,  September  21,  1886;  E.  Schmidt  (of  Prussia).-A  cross-tie  made 
of  two  ohl  flange  rails  laid  flat,  head  to  head,  forming  a  tie  of  H  H  section  The 
rails  rest  on  the  web  and  are  fastened  by  bolted  clips.     (Patented  in  Germany  ) 

No.  :ir.0,69i;  date,  October  12,  1886;  T.  L.  Mumford  and  II.  Moore.-A  cross-tie  of 
inverted  trough  section,  wider  at  the  ends,  with  fixed  lugs  and  movable  clamps  for 
fastening  the  rails. 

Nos  351,498  and  351,499  ;  date,  October  26,  1886 ;  E.  C.  Davis. -A  cross-tie  made  of 
two  old  rails  placed  side  by  side.  Each  track  rail  rests  on  a  bearing-block  in  two 
pu'ces,  with  a  lip  at  the  end  to  engage  the  rail  flange.  The  blocks  are  slid  into  place 
between  the  tie-rails  and  bolted  through  the  tie. 

No.  :J.V2,r02;  date,  November  2,  1886;  E.  F.  Reynolds. -A  cross-tie  of  |AAAI  sec- 
tion, rhe  rails  rest  in  notches  cut  in  the  top,  and  are  held  by  hinged  clips  and  lock- 
I ng  clips. 

•lif  ^f  ^'^^1^^!^  ^''''''"^^'  ^'^'  ^®®^'   ^-  ^-  Higl«y.-I"»Provements  upon  Nos. 
•yo4y^^n  aucl  .>12,  <  u. 

No.  3-,:m>91;  date,  December  7.  1886;  S.  D.  Locke. -A  channel  cro.ss-tie  | 1  with 

inclined  ends  and  a  transverse  rili  in  the  middle.     The  rails  are  fastened  by  bolted 
clips.     (See  3a6,002.)  ^ 

No.  354,250;  date,  Decemb.-r  14.  18H6 ;  R.  S.Sea.-A  cross-lie  of  J  section  with  en- 
larged  ends  forming  rail  chairs.  -:( See  379,005. ) 


No.  354,433;  date,  December  14,  1886;  K.  Morrell.— A  cross-tie  made  of  a  plate  bent 
to  form  a  hollow  rectangular  box,  with  the  top  and  bottom  cut  away  at  the  middle. 
The  rails  are  fastened  to  wooden  bearing-blocks  placed  inside  the  tie.     (See  365,  932.) 

No.  356,002;  date,  January  11,  1887;  S.  D.  Locke.— An  improvement  on  No.  353,691. 

No.  :J58,144  ;  date,  February  22, 1887 ;  J.  Clark.— A  cross-tie  of  channel  section,  with 
chaiis  for  the  rails.     ^See  No.  249,503,  etc.) 

No.  358,981 ;  date,  March  8,  1887 ;  J.  C.  Lane.— An  iron  bridle-rod,  made  in  two 
pieces,  bolted  together  at  the  middle,  to  prevent  rails  from  spreading  at  the  curves. 

No.  359,115  and  No.  359,117  ;  date,  March  8,  1887;  W.  Wharton,  jr.— A  cross-tie  of 
X  or  L  section,  with  the  bottom  flange  bent  up  (o  make  a  chair  for  the  rails.  To  be 
used  on  street  railways  with  girder  rails. 

No.  359,440;  date,  March  15,  1887;  T.  Gleason.— A  cross-tie  of  trough  section  | f, 

with  interior  cross-pieces  or  webs  to  which  the  rail  clamps  are  fastened. 

No.  360,397  ;  date,  March  29,  1887 ;  M.  Y.  Thompj^ou.— A  flat  cross-tie,  with  a  U 
shaped  depression  at  each  end  to  receive  a  wooden  bearing- block.  The  rails  are  fast- 
ened by  keys. 

No.  361,199;  date,  April  12,  1837;  H.  P.  Adams.— A  cross-tie  of  T  section,  with 

chairs  keyed  to  it. 

No.  361,330;  date,  April  19,  1887  ;  P.  J.  Severac,  of  Paris.- A  cross-tie  of  I  section, 
with  the  horizontal  flanges  bent  at  the  ends.  In  some  cases  a  broad  plate  is  riveted 
to  the  bottom  flange.  The  rails  are  fastened  by  clips  or  keyed  to  chairs.  (This  system 
is  in  use  in  Europe.)    Patented  in  France,  Belgium,  England,  Italy,  and  Spain,  in 

1864-'85. 

Nos.  362,786  and  362,787 ;  date.  May  10,  1887 ;  J.  Riley  (of  Scotland).— A  cross-lie 
of  inverted  trough  section,  with  the  rail  chairs  stamped  or  pressed  by  dies,  the  rails 
being  secured  by  wedges.     (Patented  in  England  and  Belgium  ;  188.5-'86). 

No. 36 ',020;  date, May  17,  1887;  L.Taylor.— A  hollow  box  cross-tie,  with  outward- 
flaring  sides  and  concave  bottom.  The  rails  are  fastened  by  hook  bolts  with  the 
nuts  inside  the  tie.  ^___^ 

No.36',350;  date,  June  21,  1887;  A.  Roelofs.— A  cross-tie  of  channel  |  |  or  in- 
verted trough  section.  The  rails  are  fastened  by  fixed  lugs  on  the  outside,  and  a  tie- 
bar  which  is  sprung  into  place  on  the  inside.  Also  a  flat  tie  with  a  rib  under  each 
rail  and  a  slot  along  the  middle  for  the  bent  tie-bar. 

No.  365,511 ;  date,  June  28, 1887 ;  F,  X.  Georget.— A  cross-tie  or  longitudinal,  of  chan- 
nel section  L_ I,  built  up  of  a  base  plate  and  two  concave  side  plates  with  the  tops 

flanged  outward  horizontally.    The  ties  or  longitudinals  are  connected  by  tie  rods. 

(See  381,125.) 

Nos.  365,932  and  365,933 ;  date,  July  5,1887;  R.Morrell.— A  hollow  cross-tie,  made 
of  a  plate  bent  to  an  oblong  section,  with  straps  around  it  at  the  rail  fastenings.  The 
metal  is  cut  away  to  let  the  rails  rest  on  a  wood  block  inside  the  tie ;  the  metal  straps 
keep  the  spikes  from  working  loose  and  allowing  the  rails  to  spread.  Also  a  tie  for 
elevated  roads,  made  of  two  plates  on  edge,  fastened  together  at  the  middle,  and 
flaring  apart  to  admit  wooden  bearing-blocks  between  them.    See  No.  354,433. 

Ho.  366,546;  date,  July  12,  1887;  N.S.White.— A  cross-tie  of  channel  r  I  or  in- 
verted trough  section,  with  a  base  plate  at  each  end,  with  a  bearing-block  of  wo<  d 
or  other  material  inside  under  each  rail.    The  rails  are  fastened  by  locking  clamps. 

No.  367,325;  date,  July  26,  1887;  John  Splane.— A  cross-tie  of  p— f  channel  section, 
with  the  bottom  of  the  sides  flanged  outwards.  The  rails  are  let  into  apertures  in 
the  top  and  rest  on  the  hooked  ends  of  two  tie-bolts,  the  inner  ends  of  which  are 
connected  by  a  turnbuckle  which  is  tightened  by  a  wrench,  there  being  a  hole  in  the 
middle  of  the  top  table  of  the  tie. 

No.  367,383;  date,  August  2,  1887  ;  J.  Fitzgerald.— The  rails  are  fastened  to  a  cast- 
iron  cross-tie  by  hook-headed  spikes,  which  are  secured  by  horizoatal  keys  fitting 
into  corresponding  notches  in  the  tie  and  spike. 

No.  369,591 ;  date,  September  6,  18Sr ;  J.  IT.  Coflfman.— A  solid  tie  with  a  groove 


III 


II 


46 

along  Iho  top  juid  lugs  for  the  inner  Uanjjfes  of  the  rail ;  hooked  roils  hold  the  outer 
flange,  and  the  inner  ends  of  the  rods  ar  j  attached  to  a  spring  at  the  middle  of  the 
tie. 

No8.  :^9,75r>  and  369,756;  date,  September  KJ,  IS61 ;  William  L.  Van  Harliugeu,  sr.— 
A  box  cross-tie  made  of  an  inverted  trough  fastened  to  a  base  plate;  inclined  and 
closed  ends.  It  incloses  a  wooden  tie  or  wooden  bearing  blocks.  The  rail  is  fastened 
by  wood-screws  with  wide  heads.  Also  a  metal  tie  with  end  boxes  to  contain  springs 
on  which  the  rails  rest. 

No.3:e,07'2;  date,  September  20,  1887;  R.  C.  Lukens.— A  cross-tie  of  T  section,  with 
slots  in  the  web  for  attaching  weights  or  anchors  to  keep  the  track  in  position.  The 
rails  are  fastened  by  lugs  and  bolts. 

No.  370,192 ;  date,  September  20, 1887 ;  D.  C.  Heller.— A  hollow  box-tie  of  rectangular 
section,  with  the  top  cut  away  under  the  rails.  The  tie  is  tilled  with  concrete  and 
has  two  wooden  blocks  to  which  the  rails  are  spiked. 

No.  370,22^ ;  date,  September  20,  1887  ;  C.  W.  Yoe^t.— A  flat  tie  with  lugs,  and  a  sep- 
arate bed-plate,  with  lugs,  for  each  rail. 

No.  370,634;  date,  September  27,  1887;  J.  Mahoney  and  D.  W.  Shockley.— A  cross- 
tie  of  I  I  section,  with  a  saddle  plate  for  each  rail  seat.  The  plate  has  a  lug  for  one 
flange  and  a  clip  is  bolted  on  the  other.    See  No.  280,200. 

No.  371,110  ;  date,  October  4, 1887 ;  W.  H.  Troxell.  —A  cross-tie  with  raised  rail  seat 
and  outer  lugs.  Hooked  bolts,  with  nuts  on  the  outer  side  of  the  chair,  hold  the 
inner  flange  of  the  rail. 

No.  371,780 ;  October  18,  18^7 ;  J.  Moser  and  E.  Moeckel.— A  cross-tie  of  J  section, 
w  ith  a  chair  at  each  end ;  each  chair  has  an  inclined  rail-brace  and  two  hook-bolts. 

No.  372,230 ;  date,  October  25, 1887 ;  A.  McKenney.— Cross-ties  of  channel  | 1  sec- 
tion, with  one  end  cut  off  at  an  angle  to  allow  of  a  diagonal  tie  to  the  next  transverse 
tie,  each  set  of  three  ties  making  a  letter  N  on  plan.    Arranged  continuously. 

No.  372, 525;  November  1,  1887;  J.  A.  Dunning. —A  hollow  rectangular  cross-tie, 
with  open  inclined  ends;  bottom  and  sides  have  corrugations,  transverely  and  verti- 
cally.    Bolted  clip  fastenings. 

No.  372,703  ;  date,  November  8, 1887 ;  I.  A.  Perry.— A  cross-tie  made  of  two  old  rails, 
with  saddle  chairs  fitting  over  the  heads  of  these  rails.  Track  rails  fastened  by  chair 
and  sliding  wedge,  being  held  by  flange  and  web. 

No.  372,864  ;  date,  November  8, 1887  ;  C.  Netter.— A  cross-tie  of  T  section,  with  the 
ends  beyond  the  rails  bent  down  vertically  and  then  horizontally.  Rails  fastened 
by  bolts  having  hooks,  which  take  hold  of  the  bottom  of  the  web  of  the  tie. 

No.  372,879;  date,  November  8,  1887  ;  J.  H.  StuU.— A  cross-tie  made  of  a  plate  bent 
to  a  semicircular  form  Nw  ,^X.  and  semi-cylindrical  at  the  ends  o.  Rails  fastened 
by  clamps.    Open  ends. 

No.  373,  656;  date,  November  22,  1887;  W.  P.  Hall  and  C.  C.  Barnett.— A  cross  tie 
of  semi-circular  section  /^~^,  with  open  ends.  Shoulders  pressed  out  to  prevent 
spreading.    Rails  fastened  to  saddles  or  straps.    (See  375,996.) 

No.  375,005;  date,  December  20,  1857;  R.  S.  Sea.— A  cross-tie  of  channel  section, 
with  closed  ends.  A  strengthening  plate  is  bolted  to  the  under  side  of  the  top  t^le, 
and  the  side  flanges  are  deeply  notched  to  give  elasticity.  A  metal  block  is  bolted 
under  each  rail,  and  the  rails  are  secured  by  bolted  plates. 

No.  375,856;  date,  January  3,  1888;  R.  T.  White.- A  cross-tic  of  i  section,  with 
high  chair  at  each  end  to  receive  the  web  of  a  girder  rail.  Intended  for  street  rail- 
ways.   (See  385,395:) 

No.  375,996;  date,  January  3, 1888;  W.  P.  Hall.— A  hollow  cross-tio,  made  of  a  plate 
bent  almost  cjiindrical,  but  with  the  bottom  open  and  flat  on  top.  The  rails  r-re 
fastened  to  saddle  straps.    (See  373,656.) 

No,  376,214;  date,  January  10,  1888;  J.  W.  Smith.— A  hollow  rectangular  cross-tie, 
with  holes  in  the  top  to  admit  the  rail  chairs,  which  rest  on  coiled  springs  inside  the 
lie. 


47 

No.  376,884  ;  date,  January  24,  1888;  William  B.  llcnning,— A  flat  bar,  bent  up  at 
the  ends  to  embrace  the  flange  and  web  of  rail.  Loose  angleclamps  on  inside  of  rail. 
(See  323,809.) 

No.  377,162;  date,  January  31,  1888;  G.  Kelton. — A  cross-tie  of  channel  section 
I  I,  with  a  separate  bottom,  having  projections  on  its  inner  side  to  give  a  hold  to 
the  pulj)  with  which  the  tie  is  to  be  filled.  The  rails  are  fastened  by  hooked  bolts, 
with  nuts  inside  the  tie,  cavities  being  left  in  the  pulp  filling. 

No.  378,280  ;  date,  February  21, 1888  ;  F.  L.  Barrows.— A  cross-tie  of  inverted  trough 
section,  with  clips  struck  up  on  the  outside  of  the  rail  to  hold  its  flange,  and  clips 
lengthwise  on  the  inside  of  the  rail  to  hold  a  rail  fastening. 

No.  378,930;  date,  March  6,  1888;  J.  Hill. — A  flat  cross-tie,  corrugated  lengthwise 
top  and  bottom.  The  rail  is  keyed  to  a  chair.  The  inventor  proposes  to  use  a  double- 
headed  rail. 

No.  379,312;  date,  March  13,  1888;  S.  B.  Jerome. — A  hollow  rectangular  cro&s-tie, 
made  of  a  bent  plate.  It  is  to  be  filled  with  straw,  sawdust,  etc.,  and  has  a  narrow 
bearing-block  along  the  underside  of  the  top,  to  which  the  rails  are  spiked.  The 
ends  are  closed  by  wood  or  cement  blocks. 

No.  379,399;  date,  March  13,  1888;  J.  Jacobs. — A  cross-tie  of  channel  section  \ | 

with  closed  ends  ;  a  top  plate  is  bolted  on  by  side  clamps  to  form  a  rail  seat.  The 
tie  is  to  be  filled  with  concrete,  etc. 

No.  379,574;  date,  March  20,  1888;  C.  P.  Hawley.— A  cross-tie  of  J  section,  with 
the  top  flange  bent  to  make  a  rail  brace.  A  longitudinal  bridge  is  used  under  the 
rail  at  joints. 

No.  379,576;  date,  March  20,  1888;  C.  P.  Ilawley.— A  cross-tie  of  x  section,  with 
slots  for  the  web  of  a  T  girder,  forming  a  rail  seat,  or  which  can  bo  made  a  longi- 
tudinal bearing. 

No.  380,623;  date,  April  3,  1888;  H.  L.  Do  Zen g.— Improvements  upon  Nos.  334,696 
and  348,550. 

No.  381,125;  date,  April  17,  1888;  F.  X.  Georget.— Improvements  upon  No.  365,511. 

No.  381,860;  date,  April  24, 1888;  E.  R.  Stiles.— A  cross-tie  of  channel  section  | f, 

with  a  wooden  block  under  each  rail. 

No.  382,134;  date,  May  8,  1888;  W.  H.  Britton.— A  cross-tie  of  T  section,  with  the 
vertical  web  corrugated  vertically.     The  rails  are  secured  by  lugs  and  clamps. 

No.  382,394;  date.  May  1,  1888;  J.  B.  Sutherland.— A  cross  tie  of  approximately  Y 
section;  curved  like  the  section  of  a  yacht,  and  with  the  top  edges  bent  in  to  form 
horizontal  flanges  for  the  rail  chairs. 

No.  382,855;  date,  May  15,  1888;  F.  Barhydt.— A  hollow  box  cross-tio,  with  closed 
ends.  There  is  a  w^oodeu  block  the  full  size  of  the  face  of  the  tie  at  the  top,  and 
another  at  the  bottom  ;  both  inside.  Coil  springs  are  interposed  between  the  top  and 
bottom  sections. 

No.  :i83,ll8;  date.  May  22,  1888;  M.  Fitzgerald.— A  cross-tie  of  channel  section 
I       J,  with  solid  ends.     Fixed  lugs  and  hooked  spikes  are  the  rail  fastenings. 

No.  384,785;  date,  June  19,  1888;  Jacob  Reese. — A  cross-tie  of  fl;  section,  with  a 
grooye  along  its  top  table ;  rail  seat  bolted  on  top.  The  rail  is  secured  by  a  bolt 
passing  under  it  and  through  the  chair,  having  f  washers  to  hold  the  rail  flange.  It 
is  to  be  rolled  from  a  plate  of  No.  7  steel  24  inches  wide ;  bedded  in  ballast. 

No.  385,395;  date,  July  3,  1888;  R.  T.  White. — A  channel  cross-tio  of  U  section, 
with  rails  secured  to  saddles  by  bolts  and  clips.     (See  375,856  and  386,420.) 

No.  385,492 ;  date,  July  3,  1888 ;  D.  Y.  Wilson.- A  cross-tie  made  of  two  angles 
J  L.,  with  a  base  plate  and  channel  plate  for  rail  seat  at  each  end.  Rails  bolted 
ih rough  top  and  bottom  plates. 

No.  386,1J9;  date,  July  17,  1883;  R.  W.  Flower,  jr.,  and  S.  L.  Wiegand.— A  hollow 
cross-tie  of  rectangular  section,  with  part  of  the  bottom  cut  away  and  turned  down 
lo  prevont  lateral  movement.    The  rails  are  spiked  to  wood  blocks  inside  the  tie. 


48 

No.  :.H(;  15(; ;  aato,  July  17,  1888  ;  J.  A.  Ogden.-A  crosa-tic  of  cbaimcl  section  I 
wulo  at  the  bottom,  xvith  b.-aring  bb.cks  uiul  book-fastenings  for  tbo  rails 

Nos  380,356  and  3.S(»,357 ;  date,  July  17,  1888;  H.  Shultzen.-A  cbannel  tie  I I 

w.tb  tbe^middle  part  of  tbe  bottom  cut  away  and  turned  np  to  prevent  lateral  uZZ- 
ment.  fbe  rail  is  fastened  to  a  wooden  block  by  Z-clips  and  a  longitudinal  bolt 
under  tbe  rail,  or  by  diagonal  bolts.     (Now  being  mannfactnred  by  the  Stan<]ard 

V      Z.^^T^'  ""^  ^^"^  ^'^"'^-^     ^^""  Appendix  B  of  the  report  on  metal  track.) 
No.  .Wvi89;  date,  July  17,  1888;  A.  Durand.-A  cross-tie  of  inverted  trou.^K  .sec- 
tion, with  clips  and  channels  stamped  in  it.     (See  description  on  p  25  ) 

No.  :  8JM20  ;  date  July  17,  1888  ;  K.  T.  White. -Hollow  box  cross-ties  of  different 
Hectmns    made  of  bent  plates.      Cross-section   intended  to  give  elasticity.      (See 

No.  388.277;  date,  August  21,  1888;  A.  J.  Hartford.-A  Hat  cross-tie,  with  end 
turn^Hl  np  and  a  bent  plate  tie  bridge,  arched  in  the  middle,  bent  to  form  a  shoulder 
for  inner  tlange  of  rail ;  the  rail  rests  on  this  plate  and  the  end  is  tamed  over  the 
outer  flange  and  secured  by  a  bolt  through  both  plates 

No.  380,464;  date,  September  11,  1888;  L.   Haas.-A  cross-tie  of  rectangular  sec 

* '"^' '  'Z'nlV'^f  ^  ^^ ^°'^'  '"""^  °''*^^^^*^-     ^**'^^^"'"  ^^«^^  ""^^^^  ^^'^  ^ail.     (See  391,704. ) 
^o.  300,014  ;  date,  September  25,  188.8;  R.  P.  Faddis.- Wooden  stringers,  with  Hat 

H-on  t,e  plates  across  top  and   under  rail,  with  U  bolts  embracing  the  strin-^ers 

lor  street  and  steam  railways.  ° 

No^SUOSTO;  date,  October  i,  mS;    I.  G.  Howell.-A  erosB-tic  of  chunuel  section 

r— 1.  w,th  blocks  uuiler  the  rails.    The  to,,  is  cut  away  for  tho  rail,  and  tho  lail 

claiupsarc  fastened  by  hooks. 

So.m,m:  .late,  October  23,  1886;  W.  J.  Stiller.- A  Hat  cross-tie  with  diagonal 
^'.ooves  on  the  under  s,do  near  the  ends  to  receive  the  heads  of  the  bolts  of  the  two 
plates, each  With  a  lug,  which  form  one  rail  scat. 

No.  391,704  ;  date,  October  23,  1888 ;  L.  Haas  -A  cross-tie  of  channel  section  I        r 
higher  at  the  rail  scats,  with  notched  flanges  lor  tho  rails.    (See  3i-,7  7V2  )  

^o.  :i;iI.;TO  ;  date^„ber:»,  1888  ;  A.  H.  Araes.-A  flat  cross-tic,  Jvith  flarin.-e„d, 

X     "i':>  -Kf '  v'  '^'  ^"'"'^  "'"'""'  *'"'  ^"'"^''  "''"''  '•™  ™i'  '^"tenings.     " 
^o    .ffl>,84;);  November  13,  1488;  J.  Cabry  and  W.  H.  Kinch  (of  EDgland).-A 
rolled  .tecl  cross-tie  of  inverted   trongh  section,  with   Ings  stamped   out.        ai^ 

"al'Tn  ix'land  )'""  "  '''"""'  ""'  '""•     ''"  ""  ""  '"«  Northeastern  Rail! 

No  :K)3,515;  date,  November  27,  1888;  D.  M.  McEae.-A  wooden  or  iron  tie  with 
metal  sockets  at  ends  forming  rail  seats.  ' 

No.  391,738;  date,  December  18,  1888;  G.  W.  Thompson.-A  hollow  cross-tie  of 
"il "'en'ingr""'  ""'  "  °"""'  "e-ing- block  inside  nnder  each  rail.     Bolted  clip 

No.  :!9r.,134;  date  December  iK,  1888;  M.  llagarty.-A  cross-tie  made  of  two 
channels  placed  back  to  back  3C,  inner  Ing  on  one,  enter  Ing  on  the  other     The 

t     30-  ^rT,     "n"  '"7'""e'"-'  •»="'<>-  '■">  <=•'»-«■«  to  be  shifted  to  let  rail  in. 
N...  .i9..,30t;   date,   December  25,  1888;   C.  F.  Yarbrongh.-Hollow  cross-ties  of 
rectangi.  ar  section,  with  open  ends  and  openings  at  sides.     Wood  blocksn    v  be 
u.«d,  or  the  ties  may  be  Qlled  with  ballast 

.  r!lsti!!;f*^w"'  'T"'  '';  T'  "^^  "'""'"^  ^"^  England).-A  stamped  metal 
iu  EnlraniC:;  """'"''  """  '""^  ""'  '"'  """'"'''■^  ""*  "'  *"P  *«"'-    (P»*-t- 

1  l°;t!!!!'''wi;h  t"'r  "T"'";  ^''T'  ""■  *'•  E»l'i"»«se  (of  Franee).-A  cross-tie  of 

No^  398  004°;  date,  February  19,  1889;  S.  U.  Smith.-A  cross-tie  of  channel  section 
r— .  with  closed  ends.  The  rails  rest  on  the  ends  of  a  separate  cross-nlate^ilh 
fixed  Ings  inside,  and  bolted  plates  ontsidc  ^       '  ^'** 


TREATMENT  OF  RAILWAY  TIES  IN  ENGLAND. 


Tbo  iuformation  given  below  is  taken  from  a  pai>tir  on  "  English  Kail- 
road  Track,'^  by  Mr.  E.  E.  Russell  Tratmau  (Transactions  of  tbe  Anier- 
ioan  Society  of  Civil  Engineers,  June,  1888).  Tbe  matter  referring  to 
tbo  Great  Nortbern  Railway  (of  Ireland)  was  taken  by  Mr.  Tratmau 
from  a  bigbly  interesting  paper,  "  Description  of  a  Oreosoting  Yard 
for  Railway  Purposes,"  by  Mr.  W.  Greeubill,  read  before  tbe  Institution 
of  Civil  Engineers  of  Ireland,  in  May,  188G:  tbe  paper  contains  very 
full  i)articulars,  in  detail,  of  tbe  plant  and  process,  results  of  tests, 
cost,  etc.,  and  is  especially  interesting  in  tliat  it  describes  work  done  by 
a  railway  company  in  treating  timber  for  its  own  use. 

The  ties  aie  usually  of  Baltic  red  wood,  10  by  5  inches  by  0  feet,  spaced  2  feet  9 
inches  to  3  feet  center  to  center.  They  are  almost  invariably  creosoted,  with  about 
7  pounds  of  oil  per  cubic  foot.  Some  roads  have  the  creosoting  done  by  contract, 
oth-^rs  have  their  own  plant  for  the  work.  Among  tho  latter  may  be  mentioned  the 
Lancashire  and  Yorkshire  Railway  and  the  Great  Northern  Railway  (Ireland),  both 
of  which  have  very  large  and  complete  plants,  and  pay  careful  attention  to  tho  im- 
portant point  of  tie  preserving.  [Sec  also  paper  by  Mr.  John  Bogart,  M.  Am.  Soc."C. 
E.,  entitled  "The  Permanent  Way  of  Railways  in  Great  Britain  and  Ireland;  with 
Special  Reference  to  the  Use  of  Timl)er  Preserved  and  Unpreserved,"  and  rea<l  No- 
vember 20,  1878.*]  I  do  not.  think  enough  practical  attention  is  paid  in  this  country 
to  the  question  of  preserving  railroad  ties,  and  .some  points  in  the  matter  may  bo 
learned  from  English  practice. 

Usually  the  ties  arc  of  rectangular  section,  but  on  the  Midktnd  Great  Western  Rail 
way  (Ireland),  they  are  prefetred  of  half-round  section,  except  where  the  bearing-plates 
(bed  plates)  are  used.  Mr.  Price  says  that  for  heavy  traffic  ho  would  prefer  sleepers 
11  by  .5^  inches ;  he  uses,  however,  sleepers  10  by  .^)  inches,  8  feet  11  inches  long,  alwavs 
creosoted.  The  following  is  from  the  company's  specifications:  Tho  timber  is  to  be 
of  good  sound  Baltic  redwood,  free  from  shakes  and  other  defects,  well  seasoned  and 
dry  ;  90  per  cent,  of  both  rectangular  and  half-round  sleepers  to  have  not  less  than  7^ 
inches  diameter  of  heart-wood,  and  10  per  cent,  not  less  than  7  inches  at  both  ends. 
On  one  side  tho  rectangular  sleepers  to  have  50  per  cent,  sharj)  edges  down  to  i)  incln\s 
surface,  and  50  percenr.  not  less  than  8  inches,  and  on  the  other  side  all  ed'-'es  to  bo 
sharp.  Tho  rectangular  sleepers  are  to  b©  grooved  and  bored  and  the  half-round 
sleepers  to  bo  grooved,  in  accordance  with  tho  templates  which  will  be  supplied  by 
the  engineer.  After  being  grooved  and  bored  they  are  to  be  placed  in  a  receiver  and 
thoroughly  impregnated  with  the  best  creosote  oil  (an  equal  mixture  of  light  brown 
and  black  oil)  under  such  pressure  and  for  such  time  as  shall  entirely  fill  the  pores 
with  the  liquid.  The  sleepers  are  not  to  be  creosoted  till  they  have  been  stacked  in 
the  contractor's  premises  for  at  least  three  mouths  after  inspection  by  the  en*^ineer. 


*  Transactions,  Vol,  VIII,  page  17,  January,  1879. 

18689— Bull.  3 i 


49 


1 


I 


^^ftn^ 


I 


50 

The  euginoor  will  reject,  cither  before  or  after  aelivery,  any  sleepers  which  do  uot 
comply  vr.th  the  above  conditions,  or  any  sleepers  tlie  sap-wcod  of  which  has  not 
been  fully  creosoted. 

(1)  Lancashire  and  Youkshirk  Railway. 

IMie  ti08  after  being  well  seasoued,  are  passed  through  a  combined  adzing  and 

hcnng  machine,  v.hich  first  cnts  ont  a  seat  about  one-sixteenih  of  an  inch  deep  for 

ho  eha.r.  m  order  to  give  them  a  uniform  bearing,  and  then  simultaneously  Lres 

the  eight  holes  required  for  chair  fastenings  in  each  tie.      The  machine  will  seat  and 

bore  about  one  hundred  ties  per  hour. 

The  ties  are  then  placed  on  small  iron  trucks  and  drawn  on  a  tramway  of  3-foot 
gauge  into  the  cylinder,  which  contains  eight  trucks  with  forty-seven  ties  each  or 
three  hundred  and  seventy-six  ties  in  all.  The  cylinder  is  77  feet  long,  6  feet  internal 
duuneier,  bu.U  of  one-half-inch  wrought-iron  plates  and  having  egg-shaped  ends 
VVhen  the  full  number  oi  ties  has  been  put  in,  the  doors  or  covers  are  put  on  and 
hennetically  fastened  by  means  of  dog-bolts  and  screws,  and  the  air  exhausted  by 

ImT'l^T"'    ^l\'''T''  '"  '^'°  ^"troduced,  heated  to  a  temperature  of  from 
100  to  120  degrees  Fahrenheit ;  the  air-pump  then  ceases  to  work  and  the  pressure 
pump  .s  put  into  operation,  the  full  pressure  of  150  pounds  per  square  inch  bein^ 
obt.,,ned  ,n  about  ten  minutes;  this  pressure  is  maintained  for  about  fifty  minut.? 
and  IS  then  withdrawn.    The  spare  creosote  is  allowed  to  run  back  into  the  reservoir 
under  th.^  cylinder,  the  cover  is  removed,  and  after  the  ties  have  been  left  to  drip  for 
abou    fifty  minutes,  they  are  taken  out  of  the  cylinder.     About  3  gallons  of  creosote 
are  allowed  for  each  tie,  or  0^  pounds  per  cubic  foot  of  timber.     The  efficiency  of  the 
process  is  ascertained  by  weighing  three  or  four  ties  out  of  every  charge,  botlf  before 
and  after  the  operation,  the  additional  weight  showing  the  quantity  abs<^rbed,  whTch 
averages  aboui  30  pounds  per  tie :  *  ^  ",  wuico 

Average  weight  of  t  ie  before  creosoting ^'''"'ioH 

Gain  in  weight  during  process 

Average  weight  of  creosoted  tie "77^ 

The  whole  operation  for  one  charge  of  ties  occupies  about  one  hundred  and  t hirtv- 

Jirtfmwr  ''  '  """'  ''"''  "''"'''''''  '""'''^'  *'^"^^"^^  *«  ''''  °^«i«^"r«  ^- 

Ejection  vacuum Minutes. 

Pumping  commenced  and  tank  filled ^q 

Full  pressure  obtained  in '     ] 

Full  pressure  maintained  for *... J^ 

Spare  creosote  allowed  to  drip  from  ties It 

...... ...... ......     ^{j 

Total 

Fron,  the  creosoting  cylinder  the  tinibers  aVe'nm'back  iuto'the"chairingsh«i,'whe« 
b..  .hairs  are  attached  to  the  ties  by  a  machine  (somewhat  on  the  style  of  a  stelm 
hammer)  wh.ch,  at  one  stroke,  drives  the  four  fastenings  for  each  chair     ThU 
machmewill  "chair "about  seventy  ties  per  hoar. 

The  time  occupied  in  seating,  boring,  creosoting,  anU  chairing  three  hundred  and 
8eventy-8ix  ties  is  as  follows : 

Stating  and  b«ring ^"-  ^'°- 

Ranning  trucks  into  cylinder .....!.. n       o^ 

Creosoting ^^ 

Withdrawing  charge  from  cvlinder.  n       «« 

Chairing '  "       30 

*  r.      14 

Total —       — 

,      .      ,         ,       11        46 

or  1  minute  and  53  seconds  per  tie. 


51 

llie  cost  of  the  operations;,  not  iududing  th<'  v;il(i.'  of  Ihi'  machines,  is   as  follows: 

Loading  white  ties per  100..     f 0.  3G 

Adzing  and  boring do G2 

Tanking, do 64 

Creosote,  300  gallons do 6.75 

Chairing  and  spiking do 2.  44 

Total 10.81 

or  10.81  cents  per  tie. 

The  whole  of  the  work  is  done  at  the  company's  store  yards  atCastleton  and  Knot- 
tin  gloy,  and  is  lot  piece-work  at  the  above  rates. 

(2)  Great  Northern  Railway  (Ireland). 

In  1876,  when  a  number  of  railways  were  amalgamated  to  form  this  system,  the 
now  company  decided  that  all  the  ties  should  be  creosoted,  and  that  to  insure  the 
work  being  efficiently  performed,  it  would  erect  a  suitable  plant  of  its  own  for  sawing, 
grooving,  and  creosoting  the  timber  to  be  used  for  ties.  After  being  sawed,  the  ties 
are  taken  to  the  grooving-raachine,  which  forms  a  groove  or  seat  for  the  base  of  flange 
raib  by  means  of  cutters  making  2,000  revolutions  per  minute.  Boring  machinery, 
with  twisted  angers,  was  used  for  a  short  time,  but  the  adoption  of  the  improved 
ragged  spike,  which  cuts  its  own  way  without  splitting  the  tie,  enables  holes  to  bo 
eutindy  dispensed  with,  and  insures  a  tighter  fit  of  the  spike.  After  being  grooved 
the  ties  are  run  out  into  the  yard  on  a  tramway  of  30-inch  gauge,  and  stacked  to  a 
height  of  14  feet,  alternate  tiers  on  edge  and  on  flat. 

The  cylinder  is  60  feet  long  (6  tie  lengths),  6  feet  diameter,  built  of  three-eight hs- 
ineh  plates.  The  safety  valve  is  set  at  110  pounds,  bnt  seldom  rises  ;  it  is,  however, 
sometimes  lifted  to  release  air  and  water  when  the  pressure  pumps  are  working. 
There  are  six  tanks,  of  such  a  size  that  a  vertical  inch  of  the  six  tanks  represents  li3G 
gallons;  a  float  is  connected  with  a  gauge  and  scales,  which  show  the  gallons  or 
pounds  of  creosote  forced  into  the  cylinder.  There  are  1^-inch  pipes  in  the  cylinder, 
through  which  the  steam  is  forced  to  heat  the  creosote  to  120  degrees  Fahrenheit, 
thus  dissolving  the  naphthaline,  etc.,  and  rendering  the  creosote  quite  fluid.  There 
is  an  air-i)ump,  6^  by  10  inches,  which  exhausts  the  air  from  the  cylinder,  and  the 
creosote  enters  by  the  atmospheric  pressure  on  the  tanks ;  the  partial  vacuum  does  not 
extract  the  sap  or  aflfect  the  timber.  When  the  cylinder  is  nearly  full  the  valve  is 
closed,  air-pump  stopped,  and  the  two  force  pumps,  3  by  4  inches,  put  to  work. 
Three  hours  of  steady  pressure  are  re<iuired.  The  consumption  of  oil  varies  from  140 
to  180  casks  of  36  to  38  gallons  each,  per  week,  and  the  quantity  used  annually  is 
about  250,000  gallons.  The  average  quantity  of  creosote  injected  is  2.35  to  2.57  gal- 
lons, or  25  to  27  pounds  per  tie.  About  nine  months'  seasoning  is  customary,  but  a 
longer  period  is  considered  desirable  so  as  to  insure  dryness. 

"Little  or  no  creosote  can  be  forced  into  a  thoroughly  wot  skeper,  even  at  high 
pressures,  and  a  thoroughly  dry  sleeper  will  readily  absorb  a  large  quantity  of  oil 
which,  when  solidified  by  exposure  to  the  air,  no  moisture,  either  from  air  or  wet 
ground,  will  succeed  in  removing." 


53 


Tlie  position  as  to  quality,  in  comparison  with  tlio  other  kinds  mentioned,  is  indi- 
cated by  numbers  in  parentheses. 


CIRCULAR  IN  RHGARD  TU  CHliSTNUTOAK  TIES. 


FOR  I.NFORMATION  OF  RAILROAD  MANAGERS. 

U.  S.  Dep.vutmknt  „v  Agriculture,  Forkstky  Division, 

irashinglon,  D.  C,  lleecmbn;  i-e)7 
G.XTI.EMEN:  II„,,i.j;  ,lu.t  y„„  I,„v„  appreciated  tl,o  mani.ori,,  which  (he  Fnrctrv 
D,v,s,o„  oHh.s  D.,,:.,„„„„t  ha,,  by  i,,,  flr„t  nulletin,  attempt*..  („  call  the  at    .  ti™ 
o    ra. iroa,.  .„nn..gen.  te  .he  need  of  economy  i„  the  une  of  forest  «npplle,,  a  W 

:n':;i7ry:L"''''''™"°"'^'*"''™'^"' "-'  ^^■""""•^  «'»te,„ei,.':r  which  „.:;;;« 

In  the  nse  of  oak  for  cro^-ties,  the  speeiBeations  of  mo,t  road»,  especially  tho»c  of 
.he  feonth,  ca  1  for  white  oak  ((J„ere„,  alia),  a  timber  which  is  sought  for  all  hv 
almost  every  nidastry  employing  oak,  and  which  is  therefore  rapidly  doereasinl  u^d 
approacb.ug  comparative  exhaustion.     Meanwhile,  millions  of  fee[  of  tant rk  o 
chestuut  oak  iQ»erc„s pnn^,)  are  rotting  in  the  forests,  after  being  stripped  o    the" 

Sos.""'"'    "'" '"  "■""""*'" '" ""' """"^  "^'^  "■"•--•"-"-.  i:„x 

Thislackofappreciationof  (he  valne  of  this  wood  causes  not  only  waste  of  .ho 
wood  Itself,  but  waste  of  the  bark  also,  as  without  ready  demand  L  The  wood  it 
does  not  pay  to  peel  the  larger  liml>s, 

F-rom  information  furnished  by  Dr.  Mohr,  of  Mobile,  Ala.,  an  expert  in  forestry  ,ta 
IS  tics  and  agent  of  this  Departmett^  it  appears  that  from  U.e  line  of  the  To  .    v   'J 
and  ^ashvIlle  Railroad,  south  of  the  Tennessee  River,  between  r,,000  and  7  000  cords 

10,000  .o  13  000  trees  which  are  consigned  to  useless  destruction,  while  capable  Z 
yielding  not  less  t  han  100,000  first-class  railroad  ties 

As  to  the  lasting  quality  of  the  timber  of  chestnut  oak,  experiences  are  reported 
f«,m  Cullman,  Ala^,  to  the  effect  that  posts  of  this  oak  outlast  tUose  made  of  whf.^ 
oak  partly,  probably,  becanse  the  timber  is  peeled.  One  reliable  report  states  .hll 
tan  bark-oak  posts  were  found  to  be  sound  after  twelve  years,  whileThose  of  wh^t' 
oak  in  the  same  construction  had  to  be  replaced  several  years  looner.  Reports  from 
railroad  companies  where  this  wood  is  used  for  ties  give  their  life  as  from  five  to  ten 
years,  while  the  reports  for  white  oak  give  from  three  to  twelve  vea.;    In    he 

seven  ana  eight  years  in  the  road-bed. 

.nd^f  I^i  "T  "'  "'''  "'"'  ""^  ^  """*  '■"^  ™"™'"i  construction  interchan.-eably 

™iroad  tie,  the  following  table,  compiled  from  the  Census  Report,  mav  serve  to  show 
The  column  of  specific  gravity  will  allow  an  estimate  in  regard  to  adlfesion  o  "p^.Ts' 
while   he  column  of  indentation  allows  an  estimate  as  to  re^sistance  to  cuttUg  o^raa: 


DeBCiii>iion. 

Range. 

Weight 

por 

cubic 

foot. 

Specific 
gravity. 

Resistance 

to  in- 
dentation. 

Elasticity. 

Trans- 
verse 
strength. 

White  oak  (Quercus  alba, 

( ;  hes  t  n  ut  or  rock-chestnnt 
o.ik  {Qiierctifiprinwi,  L.). 

H.isliet  or  cow  oak  (Qtter- 
t-m  Michaxtxii,,  Nutt). 

Jlurr,  iuOi»y-cnp,  or  over- 
cup  oak .  (^uercus  nmcro- 
earpa.  Iliehx). 

Post  or  iron  oak  (Qiiercus 
obfusiloha,  M^chx). 

('ii.ifornia  whi1«  oak 
( Qucrcijs  Garryana, 
Dotigl). 

East  of  the  Rocky 

Mountains. 
Northeastern  and 

in     Kentucky, 

Tennessee,  and 

Alabama. 
Southeastern 

Northern  United 
States. 

East    of     Rocky 

Mountains. 
Pacilic  Coast 

46.35 
40.73 

50.10 
46.45 

52.14 
46.45 

0. 7470  (-4) 
0. 7499  (3) 

0. 8039  (2) 
0. 7453  (G) 

0.8367  (1) 
0.  7453  (5) 

3388  (6) 
3688  (5) 

3725  (4) 
3730  (.3) 

4415  (1) 
3840  (9) 

97089  (2) 
125473  (1) 

96373  (3) 
92929  (4) 

83257  (5) 
81109  (G) 

905  (4) 
1031  (3) 

1118  (1) 
982  (3) 

872(0) 
879  (5) 

From  these  figures  it  would  seem  that,  contrary  to  the  accepted  notion,  the  white 
oak,  par  excellence,  is  inferior  in  all  particulars  to  the  chestnut  oak,  and  in  general 
not  superior  to  any  of  the  others. 

Trusting  that  Iho  above  information  will  be  of  value  to  you,  and  that,  so  far  as 
your  conditions  enable  you  to  make  use  of  it,  you  will  do  so,  and  thus  to  some  extent 
aid  in  economizing  timber  supplies. 
Yours,  respectfully, 

Norman  J.  Colman, 

Covimissioner  of  Agriculture. 

NoTi5.— The  objection  to  the  injurious  influence  on  their  durability  of  cutting  trees 
in  the  sap,  which  is  done  to  obtain  bark,  is  met  by  leaving  the  trees  full  length,  with 
limbs  and  leaves  uutrimmed  for  a  fortnight,  when  by  the  action  of  the  leaves  a 
more  thorough  seasoning  will  be  accomplished  than  can  otherwise  be  obtained. 

This  practice  is  common  abroad  wherever  summer  felling  is  a  necessity,  and  has 
proved  itself  so  satisfactory  ihat  preference  is  given  to  cutting  timber  in  the  leaf. 


CORRESPONDENCE    IN    REPLY    TO    THE    CIRCULAR    ON 

CHESTNUT-OAK   TIES. 

Louisville^  New  Orleans  and  Texas  Railivay  Company. — My  own  experience  confirms 
fully  the  facts  stated  in  your  circular.  (.Tames  M.  Edwards,  vice-president  and  gen- 
eral manager.) 

Richmond  and  Allegheny  Railroad.— Ihave  ranked  chestnut  oak  with  white  and  post 
oak  for  thirty  years  past,  and  in  the  middle  sections  of  the  State  the  impression  is 
that,  cut  under  similar  conditions,  it  rather  outlasts  the  white  oak.  (R,  D.  AVhit- 
corab,  chief  engineer.) 

Cincinnati,  New  Orleans  and  Texas  Pacific  Railway  Company. — 1  have  soon  your  circular 
concerning  the  value  of  chestnut  oak,  and  am  glad  that  you  called  attention  to  the 
subject. 

We  have  had  its  use  specified  for  our  cross-ties  on  the  Cincinnati  Southern  Eailway 
since  the  first  construction  of  the  track,  in  1876.     (G.  B.  Nicholson,  chief  engineer.) 

Nashville,  Cliattanooga  and  Saint  Louis  Railway. — Please  accept  my  thanks  for  your 
circular  letter  with  reference  to  chestnut  oak  for  cross-ties.     Our  chief  engineer  ad- 


54 

fei .or  to  white  oak  for  cro.s-ties.     (J .  W.  Thomas,  president. ) 

riet  ";'  Lstlut  oak  anVl"  T'^^''  "'^*'  "  '^""'  chinquapin  oak,  which  i«  a  va- 
timLr  for  cro  s  ;  -  M  "'^"^"^  ^?'^  recognized  to  be  one  of  the  best  varieties  of 
umuer  lor  cross-ties.     (James  Dun,  chief  engineer. ) 

oral  thttnd  ;; O  ^^^^  "'  ^"'f  ''"''^^"^  Co.^a«,.-We  have  bought  «ev- 

.Z       ,     ir  V    ''''''''^''  '^  '''^'^'  wayequal,  if  not  superior,  to  the  Quercus 

nlha  t.es     It  you  can  direct  me  where  the  bark  of  the  Prinus  is  being  used   I  Vu   at 

Rpring  atttr  the  trees  are  barked.     (J.  N.  Mills,  superintendent. ) 

Jfex^can  Central  Railway  Company.~Wo  are  using  on  our  railroad  now  so  far  as  we 

rsoZrn   C        r'  ''T^  '"  ^'^  "^'"  ^^"^'  '^'"'^  ^'^^-^  -  uorthe;;:';  ^hillo 
Crsujp",         ''^'' ^"^' ^^^   '^^"   ^'^^^^^^   ^«"^-^^-'  ^-  M00,000  tiesforn:xt 

We  have  also  bought  25,000  white-oak  ties.     These  are  the  only  oak  ties  th.t  have 

nule'ttf '  ""'^  '''\r''  ^''  "''  ^""  '"'"'^  ^  lierctoforo  we  have  used  on  curves  u,es- 
^H:::r^''  "     '^"^''   ^'^  suPPW  wasnevc.  plenti..!,  and  it  had  maler";,; 


SPECIFICATIONS  FOR  WOODEN  CROSS-TIES. 


PROPOSED  GENERAL  SPECIFICATIONS  FOR  CROSS-TIES. 

TIMBER. 

Cross-ties  will  be  accepted  of  the  following  varieties  of  timber:  Oaks  of  the  vari- 
ous  kinds  known  as  ''white,"  "black,"  ''yellow,"  "rock,"  or  "chestnut,"  "burr," 
and  "  post,"  red  cak,  black  locust,  second-growth  white  chestnut,  beech,  red  elm, 
cherry,  maple,  butternut,  tamarack,  and  yellow  pine  of  the  long-leaved  Southern 
hard  pine  vnriety  cut  from  untapped  trees,  white  and  red  cedar.  Hemlock  may  bo 
accepted  but  only  uuder  special  contracts. 

61ZK. 

First  cla^s.  Eight  and  one-half  feet  in  length,  7  inches  in  thickness,  and  not  less 
than  7  inches  width  of  face  on  both  sides  at  the  small  end. 

Second  clas^.  Eight  feet  in  length,  6  inches  in  thickness,  and  not  less  than  7  inches 
width  of  face  on  both  sides  at  the  small  end ;  and  in  each  class  there  must  be  at 
east  oao- fourth  of  the  whole  number  that  will  be  not  less  than  10  inches  in  width  of 
faces. 

MANUFACTURE. 

All  ties  must  be  male  from  sound,  thrifty  live  or  green  timber,  free  from  loose  or 
rotten  knots,  worm-holes,  dry-rot,  wind-shakes,  splits,  or  any  other  imperfections 
affecting  the  strength  or  durability  of  the  timber. 

Not  more  than  1  inch  of  "sap  wood  "  will  be  allowed  on  the  edges  or  corners,  and 
none  at  all  on  cither  fiicc  of  the  ties  ;  they  must  be  hewed  or  sawed  with  the  faces 
perfectly  true  and  parallel,  of  the  exact  thickness  specified;  the  faces  must  be  out 
of  "  wind,"  smooth,  and  free  from  any  inequalities  of  surface,  deep  score  marks,  or 
splinters ;'  they  must  be  cut  or  sawed  square  on  the  ends  to  the  exact  lengths  given 
and  be  generally  straight  iu  all  directions,  and  will  not  be  accepted  if  more  than  3 
inches  out  of  straight  in  any  direction ;  and  must  bo  peeled  or  stripped  entirely  free 
from  the  bark  before  being  delivered. 

No  "  square  ties,"  either  hewed  or  sawed,  will  be  accepted  excepting  uuder  special 
contracts.  No  split  ties  will  be  accepted  under  any  circumstances,  and  "culls" 
only  at  the  option  of  the  company,  and  at  such  prices  as  may  be  agreed  upon  from 
time  to  time. 

DELIVERY. 

All  tics  delivered  along  the  line  of  the  railway  must  be  stacked  up  in  neat  square 
stacks  of  fifty  ties  in  each,  with  alternate  layers  crossing  each  other,  and  on  ground, 
wherever  possible,  as  high  or  higher  than  the  grade  of  the  railroad,  and  in  such  posi- 
tion as  to  admit  of  being  counted  and  inspected  with  ease  and  facility.  Ties  deliv- 
ered at  suitable  and  convenient  places,  acceptable  to  the  company,  will  be  inspected, 
and  bills  made  for  all  received  and  accepted  up  to  the  last  day  of  each  mouth,  and 
payment  will  be  made  for  same  on  or  about  the day  of  the  succeeding  month. 

Chief  Engineer. 
55 


56 


SPEOIFieATIONS  FOU   CUOSS  TIES    USED    BV    NEW  ORLEANS  AND 

NOKTIIEASTEEN  UAILROAD. 

cJ^JT^*'  "■""'  ^,"  "'"'"  "''"'■•  '"«'■  •'""■  "'■  ■'''^■»t""t  «'»'',  ■"ulberrv   black  lo 

wiodS^'ZtrZ:  bc^^  '"^  r?  ^^J-^--^^«  B~rH  and  not 

be  accepted  "''  "^^  '"'  '^^""'^  ^"^  ^^'^  ^^^^  -«"»«ved.    No  sawed  ties  will 

The  ties  must  be  delivered  on  the  ri.'ht  of  w-iv  of  n.«  ...n 
grade,  and  not  higher  than  8  feet  above  ^.^dr'  '"'' '  ""*  '""^^^  '^"^  ^^'« 

They  shall  bo  scattered  for  inspection  Tn  sucl.  a  manner  that   ill  n.rt.  nf  « 

can  be  seen  and  measnred  by  the  inspector.  ^^'^'  '^'^  ^''^'^  *'« 

All  accepted  ties  mnst  be  arranc^ed  in  nilps  fnrmAj  «f  i 

ciiiau„tu  in  piles  lonned  ofla.vris  s<'para(ed  by  two  ties. 

PROPOSAL. 

rate  of cents  per  cross-tie.  '  ^^  ^  '"' 

The  undersigned  farther  propose  to  connnence  work  within  - 

I.ereof.  and  complete  the  dolivory  of  ties  on  or  before i^ 

Signed  this day  of ,  18— .  ' 


days  from  date 


Name  of  firm  ;  - 
By 


Reference : 

Post-office  address : 


REPORT  OF  EXPERIMENTS  IN  WOOD  SEASONING. 


Chemical  Laboratory, 

Aurora,  III,  January  9,  1880. 
Mr.  G.  W.  Ehodes, 

8u])erintendent  M.  P.,  Chicago  and  Burlington  R,  R.  Co, : 

Dear  Sir  :  Herewith  is  submitted  a  report  on  a  second  series  of 
"experiments  in  tbe  fluctuation  of  moisture  in  wood  during  seasoning," 
a  report  on  first  series  having  been  submitted  March  2, 1887.  Accom- 
panying .this  are  diagrams  showing  the  weekly  fluctuation  of  the  moist- 
ure for  every  piece  used  during  the  experiments,  based  upon  the  exact 
percentages  of  moisture  in  the  tables  given  herein.  In  the  diagrams 
the  nearest  to  a  whole  per  cent,  was  ttjken. 

The  object  of  this  second  series  was  to  corroborate,  if  possible,  the 
conclusions  of  the  first  series,  viz:  (1)  To  determine  the  time  that  out- 
door seasoning  begins  and  ends  as  indicated  by  the  moisture ;  (2)  to 
ascertain  whether  the  wood  will  again  take  back  moisture  during  the 
wet  seasons  of  the  Ml  and  spring;  (3)  effects  of  size  of  wood;  and  (4) 
whether  one  season  is  sufficient  to  season  wood. 

To  determine  these  questions,  fifteen  pieces  of  unseasoned  timber,  as 
wet  as  could  be  obtained,  were  placed  out  of  doors  in  a  latticed  shed, 
and  loosely  piled  with  cleats  between  and  a  board  topping,  all  to  pro- 
tect from  direct  dripping  and  rain,  and  yet  to  be  under  the  same  condi- 
tions as  outdoor  seasoned  lumber. 

All  of  the  oak  was  from  Kentuck}^,  the  pine  from  Michigan,  ash  from 
Arkansas,  white-wood  from  Tennessee,  and  elm  from  Michigan. 

The  first  lot  of  lumber,  including  all  but  the  pine,  was  received  Wed- 
nesday, December  29, 188G,  and  the  first  determination  of  moisture  made 
Monday,  January  3,  1887.    The  four  pines  were  received  later,  the  first 

57 


f 


58 

moisture  determination  being  made  April  18,  1887.    The  following  are 
the  determinations  and  the  kind  of  material : 


Letter. 


A. 

F. 
1). 
E. 
J  . 
K. 

a. 

I.. 

B. 

C  . 

H. 

L. 

M 

N. 

O. 


Kind. 


For  what  used. 


Oak. 


do 

do 

do 

do 

do 

do 

do 

Ash 

White-wood 

Elm 

Hard  pine  . . 

Soft  pine 

Hard  pine  .. 
do 


Draw  wood  . 

, do-  ... 

Eod  plate... 

End  sill 

do 

Comer  post. 
Draw  beam . 
Side  brace . . 
Corner  post. 

Outside 

Brake  beam 

Flooring 

Rooflus 

Side  sill 

Side  plate... 


Cross  di- 
mensions. 


In.      In. 
4i  by  14 
4iby   8 
3i  by  124 
5   by   9i 
9   by   - 
4   by 
9iby 

3  by 

4  by 
3   by  12 
4iby  6J 
2  by  10 
1   by  6 

5  by    9| 
2Jby   5 


9i 

5 

9J 

4i 
9 


Length. 


Ft  In. 

17  0 
8  2 
9 
9 

10 

7 
12 

7 

16  0 
16  0 
12    0 

18  0 
16  0 
30  0 
30    0 


3 
6 
0 

4 
2 
0 


t 


There  arc  yet  running  two  pieces  of  pine  (N  and  O),  and  when  they 
are  finished  a  third  report  will  be  made  on  **  fluctuation  of  moisture  in 
wood  and  miscellaneous  experiments  in  wood  seasoning." 

On  every  Monday  morning  the  amount  of  moisture  was  determined. 
Following  is  the  method  employed  in  the  estimation :  From  the  same  end 
of  each  piece,  exactly  3  inches  was  sawed,  and  from  this  piece  on  the 
end  freshly  sawed,  and  exactly  in  the  center,  borings  of  the  wood  were 
obtained,  using  a  |-inch  bit.  These  borings  or  chips  were  transferred, 
as  quickly  as  they  left  the  bit,  to  a  previously  weighed  drying  tube,  and 
when  about  2J  inches  had  been  bored,  the  tube  is  quickly  and  securely 
stopped  and  again  weighed.  The  amount  of  chips  of  the  wood  is  then 
known.  This  tube  containing  the  chips  is  placed  in  an  air-oven  for 
one  hour,  at  a  temperature  of  230  degrees  Fahrenheit ;  then  taken  out, 
cooled  and  weighed.  This  is  repeated,  drying  fifteen  minutes  each  time, 
until  the  weight  begins  to  increase  (due  perhaps  to  oxidation  of  the 
resinous  matters),  when  the  lowest  weight  obtained  is  taken  as  the  cor- 
rect one.  The  determinations  were  all  made  by  the  same  person,  except 
a  few  during  March  and  April,  1888,  and  thus  any  "personal  error" 
avoided  that  might  arise  from  different  persons  doing  the  work. 

COMMENTS. 

Oak.— It  will  be  noticed  in  the  tables  of  percentages  of  moisture  that 
determinations  were  made  in  eight  pieces  of  oak  of  different  dimensions, 
only  one  of  which  (A)  was  of  suflacient  length  to  last  more  than  one 
year.  In  this  piece  the  moisture  fluctuated  very  much,  although  there 
is  noticeable  decrease  commencing  in  April,  and  being  the  lowest  the 
latter  part  of  November,  when  it  increased  from  30  per  cent,  to  35  per 
cent,  and  then  went  down  again  until  it  ended  in  March.  I  do  not 
attribute  the  5  per  cent,  increase  in  December  to  the  wood  absorbing 
moisture,  but  to  the  fact  that  the  per  cent,  of  moisture  in  the  center  or 
heart  of  green  oak  would  amount  to  this  difference.    An  experiment  was 


59  • 

made  on  oak  to  determine  this  point,  a  report  of  which  will  be  given  in 
the  third  series.  In  oak  G  (dimension  9J  inches  by  9J  inches  by  12  feet 
2  inches),  the  moisture  at  start  in  January  was  43  per  cent.,  and  com- 
menced to  drop  in  March  and  April  and  in  the  following  months  until 
the  end  in  November,  fluctuating  between  38  per  cent,  and  41  per  cent. 
The  remaining  oak  (K,  F,  I^  D,  J,  and  E)  all  commence  to  decrease  in 
percentage  of  moisture  during  March  and  April,  and  show  a  continual 
decrease  toward  the  end  of  the  pieces.  Unfortunately  these  pieces  were 
not  of  sufficient  length  to  allow  the  moisture  to  reach  the  lowest  limit, 
but  from  them  we  can  tell  the  spring  months  which  the  seasoning  be- 
gins. 

Pine. — Experiments  with  the  pines  were  not  commenced  until  April 
18, 1887,  and  two  test  pieces  (N  and  O)  are  still  under  observation.  In 
these  there  is  an  almost  immediate  decrease  in  percentage  of  moisture. 
In  N,  the  moisture  dropped  from  28  per  cent,  in  April  to  12  i)er  cent. 
October  1,  when  it  increased  to  about  IG  per  cent.,  remaining  at  that 
through  the  full  winter  and  spring,  and  in  the  following  May  again  be- 
gan to  decrease  until  13  per  cent,  was  reached,  where  it  remained  with 
slight  variation.  In  O,  the  moisture  in  April,  1887,  was  20  per  cent., 
and  by  the  following  August,  1887,  had  dropped  to  9  per  cent.,  then 
increased  to  about  14  per  cent.,  where  it  remains  with  the  exception  of 
a  slight  drop  in  the  summer. 

Months  of  1888 :  The  piece  of  roofing,  1  inch  thick,  had  14  per  cent,  of 
moisture  in  April,  1837,  and  which  decreased  to  10  percent,  by  August, 
but  the  following  fall  and  winter  months  it  increased  to  16  per  cent., 
and  did  not  decrease  during  the  winter  and  spring  mouths,  until  Au- 
gust, 1888,  when  it  commenced  to  drop,  and  by  June,  1888,  the  percent- 
age was  about  the  same  as  the  summer  of  1887.  This  piece  took  up 
moisture  during  the  wet  seasons. 

The  pine  L  (2  inches  by  10  inches  by  18  feel)  when  first  commenced 
in  April  contained  18-20  per  cent,  moisture,  but  immediately  began  to 
decrease  and  reached  the  lowest  percentage  of  moisture  in  the  following 
July  and  August,  then  increased  during  the  fall  and  winter,  amount- 
ing to  17  per  cent,  during  February  and  March  of  1888,  and  again  be- 
ginning to  decrease  in  April  and  continuing  to  do  so  until  the  piece 
ended  in  the  middle  of  July.  The  piece  also  took  uj)  moisture  during 
the  wet  seasons. 

Ash. — Only  one  piece  of  ash  was  used  during  the  experiments,  wliicli 
contained  about  22  per  cent,  of  moisture  during  the  months  of  January, 
February,  and  March,  but  during  April  the  percentage  began  to  de- 
crease, being  the  lowest  in  August  (11  per  cent.)  and  remained  at  about 
12  per  cent,  during  the  following  fall  and  winter  months,  and  until 
March,  18vS8,  when  the  piece  ended. 

Mm. — The  one  piece  of  elm,  II,  showed  a  steady  decrease  of  moisture 
from  20  per  cent,  in  January,  1887,  to  10  per  cent,  in  November  of  the 
same  year,  when  the  end  of  the  piece  was  reached. 


,1 


60 

White  wood,— Thin  wood,  C,  had  10  per  cent  of  moisture  iu  January, 
1887,  and  began  to  decrease  in  April,  reaching  the  lowest  (10  per  cent.) 
in  July  and  August,  and  varied  but  1  or  2  per  cent,  during  the  re- 
mainder of  the  period  of  observation,  which  ended  the  middle  of  No- 
vember of  the  same  year. 

Percentages  of  moisture. 


Date. 


1887. 

Jau.  3 
10 
17 
21 
31 

Feb.  7 
14 
21 
28 

Mar.  7 
14 
21 
28 

Apr.  4 
11 
18 
24 

May  2 

9 

16 

23 

30 

Jane  6 
13 
20 
27 

July  4 
11 
18 


Oak. 


33.G6 

30.53 
38.72 
40.73 
40.50 
41.85 
42.99 
43.13 
43.78 
42.11 
42.81 
42.83 
43.14 
43.61 
42.85 
41.83 
43.02 
40.08 
40.65 
39.80 
39.95 
39.52 
45.44 
35.96 
39.39 
40.10 
39.78 
40.67 
37.76 


25   41.40 
Au^.l    40.81 
7  I  37.81 


15 

22 

29 

8«pt5 


39.15 
40.49 
38.43 
38.65 


12    37.37 


Asli. 


It 

Oct  3 
10 
17 
21 
31 

Kov.  7 
14 
21 

28 

12 

19 

26 

1888. 

Jan.  1 

9 

18 

23 


34.94 
S6.ll 

36.37 
36.51 
35.66 
34.32 
34.07 
32.77 
32.28 
33.44 

30.26 

31.43 
33.03 
33.00 
34.46 

34.21 
34.81 
34.82 
34.22 
33.58 


B; 


19.79 
22.31 
22  35 
22.42 
22.C0 
22.44 
22.37 
22.59 
22.49 
21.67 
20.84 
21.02 
21.24 
21.26 
23.26 
19.08 
20  61 
18.76 
18.32 
17.31 
16.88 
16.42 
16,34 
15.87 
14.30 
13.91 
13.31 
13.21 
12.61 

13.00 
11.32 
13.15 

12.69 
12.36 
12.45 
11.37 

12.23 

11.18 
12.43 

12.69 
12.43 
12.10 
12.25 
12.34 
12.04 
11.95 
12.23 

16.68 

12.70 
13.03 
12.80 
12.80 

13.09 
13.56 
13.71 
13.23 
12.69 


White 
wood. 


Oak. 


D. 


16.21 
14  80 
15.78 
15.52 
14.31 
15.11 
15.72 
15.89 
15.03 
15.45 
15.33 
15.32 
15.54 
15.21 
13.98 
13.30 
14.06 
12.26 
12.01 
11.51 
11.10 
11.78 
12.47 
12.19 
11.19 
10.40 
11.34 
11.05 
10.46 

10.95 
9.26 
9.81 

10.55 
11.56 
11.2:2 
10.73 

10.80 

10.35 
11.11 

12.84 
12.44 
11.81 
11.93 
11.81 
11.29 
11.50 
8.39 
End. 


46.56 
46.09 
40.8:j 
40.25 
43.33 
45.57 
46.47 
46.38 
46.20 
43.64 
43.04 
45.11 
46.62 
44.57 
45.50 
43.77 
40.53 
40.03 
40.43 
39.59 
40.08 
41.45 
42.62 
40  97 
40.50 
40.49 
35.51 
34.70 
32.47 

34.19 
31.57 
33.42 

30.56 
29.50 
25.06 
23.77 
End. 


E. 


44.23 
45  07 
4  5.  GO 
45.41 
43.90 
43.&0 
4:5.79 
42.92 
4.J.31 
42.88 
4:i.l9 
43.82 
41.08 
43.88 
42.26 
42.27 
41.57 
41.85 
41.81 
42.11 
41  34 
41.81 
41.31 
41.01 
40.15 
40.41 
41.12 
41.72 
41.22 

41.68 
39.66 
39.67 

39.68 
38  92 
36.38 
36.88 

34.70 
End. 


F. 


38.75 

40.00 

40.:i7 

40.28 

40.08 

39.18 

41.03 

39.29 

3948 

38.47 

38.20 

38.4 1 

37  82 

37.37 

38.50 

38.61 

39.37 

S8.04 

38.40 

38.21 

30.82 

37.24 

37.38 

37.71 

37.06 

37.28 

36.56 

35.52 

35.89 

34.93 
31.46 
21.17 
End. 


G. 


43.21 
42.94 
42.22 
42.68 
44.32 
4:1 5 1 
42  92 
42.30 
42.80 
42.10 
40.29 
40.28 
40.97 
40.05 
39.62 
«9.62 
40.30 
38.81 
38.38 
39.45 
38.34 
37.61 
38.70 
38.94 
06.66 
35.39 
39.03 
38.C0 
40.65 

40.06 
39.21 
40.31 

40.58 
40.44 
41.29 
40.52 

40.07 

38.68 
40.02 

40.42 
40.86 
89.34 
38.46 
38.58 
35.09 
36.68 
37.11 

32.36 
End. 


Elm. 


H. 


28.51 
28.21 
28.59 
27.83 
27.12 
27.35 
28.03 
27.51 
27.39 
26.85 
25.57 
24.40 
24  42 
24.28 
23.00 
23.47 
23.14 
22.67 
22.91 
22.34 
21.09 
22.12 
21.58 
21.23 
20.50 
20.16 
20.20 
19.4H 
19.23 

18.94 
17.64 
18.50 

17.92 
17.31 
17.65 
10.93 

16.38 

16.25 
16.61 

16.53 
16.12 
16.75 
16.26 
16.36 
16.25 
15.15 
15.58 

12.70 
End. 


Oak. 


I. 


47.23 
44.33 
44.67 
41.63 
43.80 
44.50 
44.69 
43.93 
44  59 
42.70 
42.31 
42.61 
42.85 
41.65 
40.70 
40.57 
41.49 
39  87 
40.97 
39  W 
38.94 
39.06 
38.44 
36.«3 
34.71 
33.11 
32  50 
31. 2^ 
24.43 

29.48 
21.98 
21.98 
Eud. 


37.75 
37.98 
38.74 
37.77 
38.99 
35.69 
37.89 
37.93 
38.85 
39.00 
37.23 
37.50 
35.87 
35.74 
37.09 
36  03 
38.15 
36.55 
38.19 
38.72 
3842 
37.67 
36.95 
36.11 
34.20 
33.63 
34.65 
36.56 
34.76 

34.83 
35.13 
37.72 

36.80 
36.09 
37.32 
36.94 

35.96 

30.60 
26.00 
End. 


K. 


42.90 
43  00 
43.07 
43.26 
42.17 
42.17 
42.66 
42.18 
42.C9 
41.36 
40.65 
43.83 
40.31 
40.48 
40.22 
40.18 
40.52 
39.62 
39.55 
39.41 
39.51 
39.19 
38.93 
38.22 
38.16 
37.07 
35.57 
32.:32 
24.57 
End. 


Pine. 


M. 


K. 


17.58 
19.50 
17.09 
15.47 
13.50 
12.69 
13.88 
15.21 
14.65 
13.29 
12.72 
12.79 
12.48 
11.50 

12.43 
10.89 
11.01 

11.02 
12.60 
13.02 
12.03 

12.62 

11.90 
12.90 

13.86 
14.01 
16.62 
13.14 
13.29 
12.70 
12.99 
14.48 

13.23 

13.09 

14.00 
13.6i 
13.99 

14.46 
14.97 
15.11 
15.43 
15.42 


13  58 
14.11 
12.52 
12.42 
11.22 
12.04 
8.99 
14.25 
12.17 
11.71 
11.36 
12.54 
12.70 
10.31 

(*) 

10.82 

9.70 

9.88 

11.63 
11.12 
11.86 
11.10 

11.83 

11.10 
12.01 

16.26 
15.43 
13.72 
13.94 
13.26 
12.54 
12.43 
13.12 

13.59 

13.77 
14.73 
14.78 
14.20 

14..'i3 
16.10 
16.32 
liS.e} 
10.31 


23.37 
29.18 
28.61 
28.32 
26.27 
22.77 
27.42 
25.19 
24.24 
19.00 
19.82 
19.05 
20.80 
16.67 

21.28 
19.47 
19.59 

17.73 
15.83 
16.65 

15.84 

14.70 

13.44 
14.18 

12.25 
15.04 
14  34 
14.91 
14.C0 
13.73 
14.78 
14.93 

14.94 

14.88 
15.12 
14.78 
14.47 

13.30 
l.^-.'iO 

15.:{8 

l.-)..39 
ir..79 


O. 


21.21 
21.27 
18.34 
l(i.:i2 
14.11 
14.22 
14.32 
15.15 
13.29 
10.00 
10.52 
11.25. 
9.01 
0.43 

9.98 
8.64 
8.82 

10.55 

lo.ris 
10.8!) 

10.40 

10.92 

10.16 
11.29 

1:5.38 
12.98 
12.07 
12.95 
13.01 
15.03 
1264 
9.39 

13.79 

13  58 

14  (;7 
13.57 
13.48 

14.00 
14.78 
U.VJ 
14.25 
H.17 


61 

Peraentagcs  of  moisture — Continued. 


Date. 

Oak. 

Ash. 

White 
wood. 

Oak. 

Elm. 

Oak. 

Pine. 

i*^- 

A. 

B. 

C. 

D. 

E. 

F. 

G. 

H. 

I. 

J. 

K. 

L. 

M. 

10.35 
16.48 
11.48 
15.78 
15.19 

14.65 
15.80 

15.22 
15.03 
13.51 
13.38 
13.50 
11.00 
11.80 
12.27 
11.71 
12.18 
11.46 
11.36 
10.30 
End. 

N. 

1888. 
Fob.  5 

33:jo 

32.65 
32.01 
30  60 
30.08 

28.69 
22.32 
£Dd. 

12  97 
13.20 
13.20 
12.85 
12.57 
End. 

16.20 
16.61 
15.95 
16.17 
16  65 

15.72 
16.20 
13.58 
1.^.89 
16.14 

15.79 
15.41 

1>.61 
16.18 
15.29 
14.95 
15.54 
15.22 
15.79 
15.95 
15.90 
15.49 
14.23 
14.29 
13.39 

13.14 
K.16 
13.98 
12.71 
12.30 
12.56 
12.32 
13.25 
12.67 

12.90 
11.79 
11.34 
12.63 
12.70 
11.87 
12.09 
If-.  53 

1 

1 

14  01 

13 

14  'Afi 

20 

13  98 

27 

11  18 

Mar.  5 

14  08 

12 

16.47 
16.01 

16.13 

13.89 
1.3  43 

19 

26 

13.79 
15.26 
12.80 
12.62 
12.95 
14.07 
i:?  47 

Apr.  2 

9 

15.85 
15.84 
16.00 
14.19 
15.04 
15.07 
14.64 
13.99 
13  81 

16 
23 

30 
Muy  7 





...... 

;;.".•• 

14 

12.72 

r»  8' 

21 

28 

12.53 
1'>  14 

Juuo  4 

11 

13.86 
12.97 

14.42 
12.63 
12.95 
12.73 
11.93 
12.11 
12.21 
11.24 
11.68 
End. 

V2  VQ 

18 

11.38 

11.25 
11.44 
12.:J2 
11.87 
11  4(> 

25 

July  2 

U 

16 



w  ■  •  •  • 

23 

30 

11  <»2 

Auj:.6 

1 1  r>7 

13 

11  .I'i 

20 

27 

11.54 

11.91 
10.84 
10  81 

Sept .  3 

10 

-    ■    •    «     B     . 

17 
•J4 

11.16 
12  60 

(Kt.    1 

12  04 

.     8 
15 



12.70 
11  hO 

1 1 

Note.— lu  the 
account  of  knot, 
cf'utages  up  to  Oct  b"r29.  18S8. 


'  starred"  porcentase  on  y.  pine  "  M,"  the  cut  was  matle  1  foot  from  previous  cno  on 
Ph!Co.s  "  N  "  and  "  O  "  have  10  feet  yet  to  be  cut.    The  diagraoia  were  made  on  per- 


per- 


CONCLUSION. 


Out  door  seasoning  depends  a  great  deal  on  the  character  of  the 
weather  during  the  year,  that  is,  as  to  an  early  or  late  spring  or  fall, 
hot  or  cold  summer  months,  or  severe  winter,  etc.,  but  during  the  ex- 
periments it  may  be  considered  to  have  been  average  Illinois  weather. 

The  result  of  this  series  of  experiments  shows  that  the  month  during 
which  the  seasoning  begins  varies  with  the  kind  of  wood. 

(1)  That  for  oak  the  seasoning  commences  in  March  or  April  j  with 
pine  the  exact  mouth  can  not  be  decided,  as  they  were  not  placed  under 
observation  until  late  (April),  but  all  test  pieces  showed  a  loss  of  moist- 
are  within  a  fortnight  after  being  exposed. 

Ash  and  white- wood  commenced  to  lose  moisture  in  April,  and  elm 
immediately  on  being  exposed  in  January. 

No  law  can  be  deduced  from  the  experiments  as  to  the  exact  time 


62 

that  seiisouiii^'  cutis,  as  the  woods  all  vary,  but  as  a  geueial  rule  it  may 
be  stated  that  in  all  woods  (except  perhaps  clui)  seasoning  virtually 
ends  with  the  end  of  the  summer  mouths. 

(2)  All  woods  take  up  moisture  in  slight  amounts  during  wet  weather 
of  the  fall  and  winter  months. 

(3)  Pine  of  small  dimensions  (such  as  1  inch  flooring  «'  M  ")  will  ab- 
sorb moisture  during  the  wet  months.  Other  woods  of  small  dimensions 
were  not  experimented  with. 

(4)  As  shown  by  these  experiments  one  season  of  average  weather 
is  generally  sufiacient  to  season  woods  for  purposes  of  construction. 

Yours  truly, 

G.  n.  Ellis, 

Chemist. 


i 

t 


i 

HJ 

ff 

sr »                               7  ~r 

^ 

ff     MtJi                                                                              / 

" 

LS    n                                                             /• 

0^    »                                                          / 

m2z  ** 

Qiff     qa^                                                / 

5oc  » 

£S    »                                                / 

-         ^                < 

91    V 

• 

6      »                                                \ 

-                            5                                1 

r  i^of 

5 

5?     »                       g                         ,         .. 

it                                               S 

^^    "                    Or-                 ^.^ 

1^ 

9    '09a             "^  X                       \ 

•|** 

9Z     tf                 J     ^   ^                          f*^ 

^                            1 

IZ     »               <]     <   ^                         \ 

^ 

«  "          ^^         _^z 

6     aoji                  "  =,                  / 

Z 

le  ^               i^  ^ 

^     n                         <                  ^^ 

U   w                  o 

ui      ^ 

01    » 

H                  ^              Q      ^ 

e    "700 

CO                          S^                 CO        S^      , 

9Z     r                                              \ 

2  .           ^        ^ .    %-^ 

e€   'f                          >^ 

^           t       s^   ? 

u    »                          ^< 

^   X                         V             ^   -            - 

g    ifjctis                        \                                               . 

^    H"^                   TT      .    nx          1 

ez   n                 ^^                                  W  ^  o>            ^    lr"i  b  cMi  1  1  1 

ss    »                     \ 

o  X           Z           2  '-    ^   ' 

91    •»                               \ 

o^                ^                 ^^      ^^ 

L       »                       ^^'^ 

T                            ^                  UA    ^            O 

r  -tfnv 

CO                       /f                 h-            ^ 

9Z   »               "^^^ 

^                     i      S 

9r   »                 ^-^^ 

i      ? 

^  n    "                  X 

> 

tp  ^'P^ 

I             <                 $ 

S^^    " 

^z 

-0?     .»                          ^■*"*^ 

^                  z 

ei      »           wm'-^"""^'* 

9    »ioi/>**««»^^ 

oe   » 

^^                      5 

e?    » 

z                     z 

91     yi                      / 

ff     «               \ 

:  ^z             --        ^ 

2-    fioj^          ^^ 

-^^                     ^^ 

f^     n               \ 

-  >              -t-    5 

81     r)               /^                                                                    ^. 

^                                X 

11  ^     /                                     s; 

z 

^     'MiV      \ 

z 

SZ     n 

J\ 

re    >f 

^r   -          S                                   --            /                               III                  1 

i     "OrK      ^^ 

n  f^     \                                 z 

z 

IZ     »                                                                                  N 

^l    »»              ^ 

s^ 

L     '99J              Si                                                             Z 

5 

19     »                                                                                 S 

2 

fZ     »                      ^  ^ 

z 

11     "                                '^S^ 

^^ 

01     f>                                        ^  "^  s* 

'^s                           z 

S    *"»/» 

^?55^5?^       5^SS^ 

63 


tl 


I 


1 

*9 


glSag                                                   ^ 

_  ______.^^     ^    ^ 

6S  »                                                       5 

-^-!^               o^       *** 

SS  »                                                      -^C 

i-                                 OCM         -It 

91  »                                                   ft^ 

^i     2 

I  ■.^>                                       s 

J^    i 

I  ^r                                   v^ 

e^                      r-^?       1 

9S  »                                                   ^s 

_.s                 *^$°°     ? 

81  »'                                             ^^^ 

?                                     Q^         5 

IT   n                                             Z 

^r-                 ^ -^^ 

^%a/»                              ^^^ 

S                       i*i4 

^S  n                             7 

< 

^^  ♦»              JL 

r               ^  tc 

ei  ♦♦              ^'^ 

s 

g  auty^                ^^^ 

z 

oe  » 

%^ 

VE  >*                          \ 

Z                        H 

fi.91  » 

(0  6     " 

CO  s  '••w                   Z  ■ 

z 

~p£  »»           ^-*^ 

5 

»r  »»      xf^                    1 

rr  "      S                   . :  * 

-J-                     5 

^     U^  ^                                     [^    CO 

Z        -                ^ 

©^   »»     ^"^^                          <  d> 

^         Hi.              ^ 

r^  "         "^s.             r"  X 

s,       -•  "? 

■^-^^ ^  —        ^         ■■" '  

w  d> 

z  -"w   ^J^         n  Q  f! 

.     Q    X                            Z 

e^  »»                   ^-*  z  ^ 

^   H  z  - 

r^  "                          ^  X 

t     ^    ^o.            ^ 

^r  w                          :^  % 

^   X                  ^!^ 

Z    *l»d      ^"^.^                  <  M 

<io               ? 

r^  »»      ^  -p             o 

7               o  ^ 

^  w     / 

Z 

IT   n     \ 

S^ 

or  7f    i_ 

s                   s 

£     UUp 

v<a  "S    ^    ""O      ^      ««      S       £      S      S      2J      S 

??^5^^    ^^^ 

64 


3* 


^ 

K 

CO 

oo 

IZ    » 

S  1  1 

¥C    » 

/ 

> 

\ 

, 

L    fiOK. 

/ 

/ 

le  » 

s 

^2    ft 

} 

LZ    » 

^ 

X 

J 

? 

01    " 

^ 

fcic 

f   too 

/ 

^ 

9S    »» 

k 

ffr  » 

X 

k 

V 

sr  « 

y 

? 

^ 

^ 

i"  vrfa^" 

Z 

«2    " 

s 

^ 

3Z    » 

z 

1 

91    » 

L      » 

-> 

I   6ny 

/ 

*M 

ss  » 

) 

s 

ei  " 

^ 

1^ 

rr  " 

^n 

p  ^pyr 

* 

LZ    » 

y^ 

OS    " 

y* 

z 

,x^ 

CI    " 

z 

z 

P  ^imr 

1 

k 

^ 

? 

9£    " 

C5    »» 

) 

,/^ 

9r   » 

\ 

/^ 

z 

6      >' 

? 

s 

2   ^iW 

/ 

z 

l^Z    »» 

ST    »> 

ZI 

rr  »> 

/ 

p    ud^ 

) 

1 

Z 

ui 
o 

m  X 

J    UJ  ^^ 
'     Q   -^ 

CO  ^ 

^    CO 

< 

O 

$2    »» 

\ 

OAK    DRAW    BEAM. 

IZ    tf 

CM 

> 

X 

UJ    ( 

CM 

k 

n   n 

y 

z  . 

m 

y 

L    "•'»if 

Lll 

K 

y* 

p 

%Z     n 

X 

/ 

Ihh  ^ 

"n 

\ 

I— 

IZ    '» 

s^l 

_ffi  << 

CO 

? 

ft    n 

/ 

C5 

Si 

X 

\ 

L    q»A 

X 

IZ    »» 

s^ 

/ 

s 

* 

**^^ 

— 

f-Z    " 

/ 

' 

J 

J^ 

«*^ 

^r  »» 

s 

UJ 

\ 

01    »' 

|Z 

^ 

^ 

C    "in>r 

»^ll? 

% 

QD 

^ 

ft! 

j§ 

M       » 

0 

•1 

^ 

^ 

A 

^ 

« 
rji 

3D         « 

t  % 

65 


18(589— Bull.  3 5 


(i6 


CO 

£ 

6S    » 

.^-'^IS 

H   BM 

NJitI*:!   1 

ge  » 

^■^^sS 

SiS 

ST   '» 

^ 

r 

9     »' 

z      : 

s 

\^ 

r  ^0 

i 

? 

fZ    n 

^5s    : 

\ 

^s. 

11    n 

^z 

01    p 

• 

Z 

£4d9g 

"^ 

L2    n 

OS    »                        1 

§ 

^ 

^^r"                                     \ 

g 

_z 

. 

9  ^ny                     ' 

% 

oe  »                } 

s 

^c 

5 

€S    »                       t 

> 

? 

z 

91   w                        , 

^ 

\ 

6     »                       •; 

S  npif                 ^ 

? 

^ 

SS    n                          i 

h. 
h 

z 

8T    n 

"Z 

TI    »                       / 

? 

:^z^        - 

^  aunf 

z 

/I   1   1  1 

8S    y* 

IB    n 

PT    "                            ^ 

s 

5 

S 

Nk 

L  ^K                 ^* 

^ 

? 

-.^T"    "1 

0£   *y 

s 

V 

€S   » 

91  "               / 

^     ''a.         < 

■r 

HARD  PINE  SIDE  PLATE. 

^^" 

Z    Mtv 

■ 
1 

-^~ 

S 

92    »         / 

-J 

Z 

S- 

61    n          \ 

*c 

CO 

^ 

St   »' 

Ll 

o 

S    -ivji      J 

O  ^                ^ 

Q    CO 

^s 

CO 

LS    n        \ 

DC    ^                    _ 

^^ 

X. 

OB    ^         /     fc-l 

X 

•    CD    ^ 

( 

lO 

£1    »                f^ 

^  ^ 

SS     UJ    ^^'^ 

s 

X 

9  q.sj: 

^     X 

«_>     \^ 

*^ 

oe  ♦» 

a.  = 

Q.  !^ 

s 

-A     _ 

es  » 

L_                                       , 

Q  ^ 

9T    n 

LL 

cc 

z 

6      »'         \              ( 

0 

< 

s^ 

^i 

I  uur      V       < 

»                    "^ 

X 

^ 

5" 

K 

(0 
00 

9S    "             ? 

z 

z 

61    '» 

21    rf             \ 

9  ooa 

8S    »                \ 

■^^ 

•"■•,1^ 

IS     r, 

^^l*"* 

wr  n 

-  ^ 

"  ^^^ 

L   -^R 

^s 

le   n             / 

■  r 

PS    » 

\ 

s 

J 

LI    »           / 

z 

7\ 1 

OT    »        / 

^^=^ 

e  '4w      "^^^ 

z 

s 

"^^ 

9S    »                      \ 

s_                 ^ 

s 

61    '♦                       J 

f 

■^^^        : 

P 

SI  "                   s 

s 

7 

s 

S  4d9S                   J 

f 

^^ 

» 

z 

es  n                  s 

s_ 

S 

1 

SS    n                        J 

? 

^^^ 

'^^^^ 

91    »»                         ^ 

!s. 

^^ 

^    ^ 

% 

z 

r  6n^ 

_Z 

4^     <^ 

s 

98    » 

_v 

^> 

z 

91    »»                     ^ 

»^ 

-^-^ 

z 

""v;" 

• 

5 

p  Ainf                S^ 

^■ 

f~  ^^' 

x^ 

IS    n                         J 

7 

V 

^  ^^ 

OS    w 

-1  ■*•''*' 

^> 

£T    yy              ^< 

l2 

r  s  ~ 

Q  »imf             ^^^ 

=>             <^ 

oe  »♦              ^* 

*.^             ^^ 

»» 

€S    «                    ^> 

S                              j^ 

»<«'^ 

^s*" 

91    »>                        J 

?            ^^ 

X 

^ 

e    "             / 

• 

^^ 

S     ^DJt                   J 

X 

PS    V 

■*■*•■ 

91  -idy 

1  -^11  ^  ^  ^ 

5^          W         ft          35          M 

M      P)     (M     ;^     I? 

1         M       l*^                     fti 

W        ^        M       1© 
1*1        r«l        "^      Iri 

ft 
1J 


I 

mil 


THE  RELATION  OF  RAILWAYS  TO  THE  TLMBER  RESOURCES 

OF  THE  UNITED  STATES. 


By  E.  E.  Eussell  Trataian,  C.  E. 
{Bead  before  the  American  Forestry  Congress,  at  Atlanta,  Ga.,  December  ti,  1888.) 

The  report  of  the  Commissioner  of  Agriculture  for  1887,  recently 
published,  contains  an  interesting  but  brief  report  from  the  Chief  of 
the  Forestry  Division,  and  this  report  refers  to  the  Government  inter- 
est in  the  development  and  maintenance  of  the  forests ;  a  matter  which 
is  of  far  greater  importance  than  is  generally  understood,  and  which  is 
especially  important  on  account  of  the  rapid  destruction  of  forests 
through  the  legitimate  demand  for  timber,  through  reckless  use,  and 
through  wasteful  practices  of  burning,  herding,  etc.,  while  very  little 
practical  attention  is  paid  to  the  question  of  forest  planting  or  reforest- 
ing, although  the  forest  under  proper  management  is  capable  of  fur- 
nishing continuous  crops.  The  question  considered  is,  "  What  is  the 
first  duty  of  the  General  Government  in  regard  to  the  forestry  ques- 
tion?" It  is  stated  that  the  natural  forests  are  being  rapidly  reduced 
by  an  increased  demand  for  timber  and  by  reckless  use  and  wanton 
destruction,  and  that  the  annual  consumption  of  wood  and  wood  prod- 
ucts is  at  least  double  the  amount  reproduced  on  our  present  forest  area. 
The  national  interest  in  this  question  is  shown  from  four  points  of  view : 
(1)  Because  the  forests  properly  managed  would  be  the  source  of  a 
constant  supply  of  timber ;  (2)  because  a  sound  land  policy  demands 
attention  to  forest  management  to  prevent  the  deterioration  of  forests 
and  forest  lands ;  (3)  because  a  rational  forest  policy  demands  atten- 
tion to  the  disturbance  of  the  distribution  of  water  flow  by  forest  devas- 
tation and  by  the  denudation  of  mountains  and  hills ;  and  (4)  because 
forest  planting  is  a  means  of  ameliorating  climatic  conditions  and  mak- 
ing certain  regions  more  habitable. 

Other  nations  have  recognized  the  importance  of  the  forestry  prob- 
lem and  have  the  matter  under  State  administration ;  for  private  in- 
terest is  not  sufficient  to  protect  the  forest  property,  since  to  the  indi- 
vidual it  is  the  existing  timber  alone  that  is  valuable,  and  he  has  no 
care  for  any  but  pecuniary  considerations.  Consequently  the  State 
must  undertake  the  management  and  protection  of  the  forests. 

68 


69 

The  General  Government  of  the  United  States  owns  about  50,000,000 
to  70,000,000  acres  of  forest  area,  principally  in  the  far  West  and  on 
the  Pacific  ranges,  and  mostly  on  land  not  fit  for  agricultural  purposes. 
The  water  supplies  for  the  valleys  and  the  agricultural  areas  of  these 
regions  are  regulated  and  influenced  to  a  great  extent  by  the  forests, 
and  it  is  therefore  obvious  that  the  matter  of  preservation  and  protec- 
tion of  the  forests  is  one  of  importance  to  the  national  prosperity ; 
whereas,  in  fact,  the  timber  is  recklessly  used  and  wasted,  while  the 
attempts  to  prevent  the  waste  are  practically  ineffectual.  A  bill  to 
protect  the  Government  forests  has,  however,  been  submitted  to  Con- 
gress. The  report  referred  to  shows  very  forcibly  the  need  of  legisla- 
tion in  this  direction,  and  of  proper  management  to  regulate  the  cutting, 
to  attend  to  the  maintenance  and  protection,  and  to  undertake  the 
planting  of  new  forests  to  furnish  a  future  supply  of  timber. 

Of  course  these  remarks  apply  to  the  consumption  in  total,  but  the 
railways  are  responsible  to  a  considerable  extent,  both  on  account  of 
the  immense  amount  legitimately  consumed  for  ties,  bridges,  trestles, 
buildings,  etc.,  and  on  account  of  their  waste  and  the  amount  improp- 
erly acquired.    The  report  states  as  follows : 

Every  land-grant  railway,  in  addition  to  its  sliare  of  the  land  grant  of  75,000,000 
acres  and  tlie  light  of  way,  is  permitted  to  cat  timber  "for  first  construction,  adja- 
cent to  the  line  of  its  road."  But  the  railways  do  not  consider  ''construction"  and 
"  adjacent"  exactly  in  the  sense  in  which  the  lawgivers  did,  and  they  have  cut 
wherever,  whenever,  and  for  what  purpose  they  chose. 

Kailway  men  as  a  rule  do  not  give  much  attention  to  the  sources  of 
supply  for  ties,  but,  with  others,  believe  blindly  in  ''  inexhaustible ''  for- 
ests, or  if  they  do  look  forward  at  all  to  a  diminished  supply,  they 
usually  consider  it  as  too  far  in  the  future  to  require  any  special  atten 
tion  now.  In  point  of  fact,  however,  this  is  even  now  a  very  important 
matter,  which  becomes  more  serious  every  year.  Forests,  although  they 
can  be  made  to  furnish  regular  annual  crops,  can  not  be  grown  in  a  year, 
and  while  present  resources  are  being  recklessly  drawn  upon,  few  steps 
are  being  taken  to  provide  future  resources. 

There  are  four  ways  in  which  the  railways  may  help  to  economize 
the  present  supply  :  (1)  By  taking  more  care  in  the  selection,  cutting, 
and  storing  of  timber;  (2)  by  the  more  general  useof  ifou,  steel,  stone, 
brick,  concrete,  etc.,  for  bridges,  trestles,  buildings,  and  other  construc- 
tion works  J  (3)  by  the  introduction  of  some  efficient  and  economical 
preservative  process ;  and  (4)  by  the  introduction  ot  metal  cross-ties. 
These  four  methods  ot  economizing  will  be  considered  separately. 

1.  By  taking  more  care  in  the  selection,  cutting j  and  storing  of  timber. — 
Sufficient  investigation  has  not  been  made  of  the  availability  of  dif- 
ferent kinds  of  timber  for  railway  work.  For  instance,  there  are  prob- 
ably other  kinds  ot  timber  besides  those  now  used  which  are  suitable 
for  ties,  and,  in  fact,  a  circular  was  issued  some  months  ago  by  the  For- 
estry  Division*  showing  the  advantages  of  the  hitherto  unused  chestnut 

*See  Circular  ou  p.  52. 


m 


I 


70 

oak,  a  species  of  timber  of  which  the  bark  was  used,  but  the  wood  itself 
left  to  rot,  its  value  for  railway  ties  not  being  known  or  appreciated. 
As  a  resnlt  of  this  circular,  large  numbers  of  ties  have  now  been  made 
from  this  wood.  Certain  specifications  for  ties  which  have  been  pub- 
lished name  only  the  following  varieties : 

Oaksof  the  various  kinds,  known  as  "white,"  "  black,"  "yellow,"  *'  rock/'  ''burr," 
and  •'  post  "  (no  red  oak  will  be  received),  second-growth  white  cheetnut,  red  beech, 
red  elm,  cherry,  maple,  butternnt,  tamarack,  and  yellow  pine  of  the  long-lenved 
sontbern  bard  pine  variety,  cut  from  nntapyied  trees  and  grown  nol  north  of  South 
Carolina.     Hemlock  may  be  accepted,  but  only  under  special  contracts. 

But  it  has  been  suggested  that  red  oak,  black  locust,  and  white  and  red 
cedar  might  be  added,  and  probably  others,  besides  the  chestnut  o^k 
already  referred  to.  This  part  of  the  question  is  iojportant  also  in  con- 
nection with  the  third  part,  as  the  use  of  })reservatives  may  enable 
other  kinds  of  timber  to  be  used.  It  is  sometimes  specified  that  there 
is  to  be  no  sap-wood  on  the  face  of  the  ties,  which  excludes  all  ties  cut 
from  such  trees  as  give  only  one  tie,  often  the  best.  With  regard  to  cut- 
ting, although  over  this  the  railway  has  often  no  control,  except  in  the 
case  of  new  roads  through  timber  country,  there  is  undoubtedly  much 
timber  wasted  in  high  stumps  and  by  careless  felling,  etc.,  which  with 
a  little  care  might  have  been  available  for  ties  or  lumber.  In  storing, 
the  ties  are  oft^n  stacked  up  in  close  piles,  without  any  air-spaces  be- 
tween adjacent  ties,  and  left  till  wanted,  by  which  time  many,  will  prob- 
ably be  found,  especially  at  the  bottom  of  the  pile,  to  be  rotten  and 
useless.  If  they  were  thrown  into  a  pond  or  brook,  of  course  under 
proper  supervision,  their  life  when  put  in  the  track  would  be  longer 
than  if  they  had  been  stacked.  Bridge  timbers  and  other  lumber  should 
also  be  properly  cared  for  in  storage. 

2.  The  more  general  use  of  iron,  steel,  stone,  brick ,  concrete,  etc.,  for 
bridges,  trestles,  buildings,  and  other  construction  works. — On  this  point 
much  need  not  be  said.  Iron  and  steel  are  becoming  mc.o  and  more 
generally  used  for  bridges  and  trestles,  and  many  large  and  some  small 
stations  are  now  built  of  masonry.  There  is,  however,  room  for  very 
luuch  greater  economy  yet  to  be  practiced  in  the  use  of  timber  for  rail 
way  structures,  and  it  w  ill  be  practiced  moie  as  companies  grasp  the 
idea  that  a  heavy  outlay  iu  the  first  ])lacc  is  often  economical.  This,  of 
course,  applies  only  where  the  heavy  first  cost  can  be  afforded  ;  but  it 
applies  extensively  to  wealthy  corporations,  which  continue  to  spend 
money  and  use  timber  in  building  and  repairing  timber  trestles,  sheds, 
wharves,  etc.,  instead  of  laying  out  a  good  round  sum  on  permanent 
works.    In  this  respect  much  might  be  learned  from  European  j/ractice. 

3.  The  introdnetion  of  some  efficient  and  economical  preservative  pror 
ess. — Numerous  preservative  processes  have  been  experimented  with 
and  large  quantities  of  preserved  ties,  piles,  and  lumber  used  :  but  con- 
sidering the  enormous  quantity  of  timber  in  use  on  the  railways  of  tliis 
country,  the  step  towards  economy  in  this  direction  is  a  very  insignifi- 


71 

cant  one.    The  trouble  is  to  find  a  good  process  and  to  get  it  thoroughly 
carried  out.    Different  species  of  timber  and  different  pieces  of  the  same 
timber  absorb  different  quantities  of  the  preservative,  thus  producing 
an  undesirable  want  of  uniformity.    This  is  specially  troublesome  m  the 
case  of  ties,  some  ties  lasting  for  years  and  others  having  to  be  replaced 
in  a  short  time,  which  means  considerable  expense  for  maintenance 
of  the  track.    In  England,  where  the  creosoting  process  is  generally 
adopted  for  ties,  some  railway  companies  have  their  own  plant  and 
creosote  their  own  ties,  sometimes  also  sawing  their  own  ties  from  logs 
delivered  by  contract.    Some  of  these  plants  were  described  m  my 
paper  on  *' English  Eailway  Track,"  read  at  the  annual  convention  of 
the  American  Society  of  Civil  Engineers  at  Milwaukee,  Wis.,  in  June, 
1888.    Too  little  practical  attention  has  been  given  to  this  question, 
though  it  seems  as  if  some  slow  progress  was  being  made.    Creosoting 
is  very  generally  used  in  England  and  is  very  successful,  but  the  kind 
of  creosote  used  is  more  expensive  in  this  country.    Some  very  valua- 
ble and  useful  information  on  this  subject  is  contained  in  the  report  of 
the  committee  on  the  preservation  of  timber,  American  Society  of  Civil 
Engineers,  June,  1885,  and  in  Bulletin  No.  1  of  the  Forestry  Division 

for  1887.  ^  ^, 

4.  By  the  vitroduction  of  metal  cross  ties.— This  subject,  one  ot  the 
most  important  in  railway  matters,  from  the  point  of  view  of  the  econ- 
omy  and  efficiency  of  the  track  for  operation  and  maintenance  as  well 
as  from  that  of  economy  in  timber,  is  not  given  much  practical  atten- 
tion  in  this  country.    Comparatively  little  is  known  in  detail  of  what 
has  been  done  and  is  being  done  in  other  parts  of  the  world,  though  it 
is  usually  understood  that  quite  a  number  of  experiments  have  been 
made  in  foreign  countries.    Experiments  certainly  have  been  made  and 
are  still  being  made,  but  the  matter,  on  the  whole,  is  beyond  the  experi- 
•   mental  stage,  and  metal  ties  have  been  regularly  adopted  on  hundreds 
of  miles  of  track,  with  most  satisfactory  results.    The  reason  why  the  ^ 
matter  has  been  so  neglected  in  this  country,  may  probably  be  found  in 
the  undeniable  cheapness  of  so  many  of  our  railways ;  the  fact  being 
frequently  overlooked  that  cheapness  is  expensive,  and  that  what  is 
saved  in  construction  is  paid  out  over  and  over  again  in  maintenance 
and  expenses.    By  this  it  is  not  meant  to  suggest  that  every  road 
should  at  once  put  down  metal  ties,  because  there  are  many  cases  iu 
which  this  would  be  inexpedient  if  not  impracticable,  since  many  West- 
em  roads  must  of  necessity  be  built  at  as  low  a  rate  of  first  cost  as  pos- 
sible ;  and  as  the  construction  of  these  roads  (I  refer  here  only  to  legiti- 
mate enterprises)  is  absolutely  necessary  for  the  development  of  cer- 
tain districts,  for  the  benefit  of  those  districts,  and  incidentally  for  the 
benefit  of  the  country  at  large,  there  are  cases  in  which,  for  the  present 
at  least,  wooden  ties  may  be  used  and  their  use  put  under  the  head  of 
*<  legitimate  consumption."    But  there  are  other  classes  of  railways : 
there  are  the  roads  which,  having  been  cheaply  built  in  the  first  place, 


I 


72 

have  built  up  the  district  they  serve  and  are  being  improved  to  meet 
the  requirements  of  increased  trafific— on  many  of  these  roads  metal 
ties  might  be  laid  to  advantage ;  then  there  are  the  wealthy  trunk  lines, 
which  instead  of  consuming  great  quantities  of  wooden  ties  every  year 
for  maintenance  and  renewals,  should  gradually  introduce  metal  ties 
on  their  tracks ;  and  finally  there  are  the  new  roads  in  busy  parts  of 
the  country,  which  are  built  in  a  first-class  manner  to  accommodate  a 
heavy  traffic  from  the  beginning— theselines  should  be  laid  with  a  metal 
track  in  the  first  place. 

In  these  four  ways  the  railway  systems  of  the  country  might  aid 
greatly  in  economizing  the  present  supply  of  timber,  but,  in  addition, 
they  might  help  to  restore  the  forests  by  establishing  plantations  and 
encouraging  forestry.  This  has  been  done  to  a  small  extent,  but  the 
length  of  time  necessary  for  the  growth  of  a  **  crop  "  is  a  hinderance  to 
any  movement  of  this  kind.  In  Pennsylvania,  railways  already  have 
to  go  outside  the  State  for  their  oak  ties,  and  the  mining  industries  in 
the  once  heavily  timbered  coal  regions  of  the  same  State  have  to  import 
the  props,  etc.,  for  the  workings.  In  Europe,  steel  is  coming  into  ex- 
tensive  use  for  mines,  both  for  props  and  beams,  and  for  ties. 

Some  idea  of  the  consumption  of  timber  by  railways  may  be  gathered 
from  the  following  particulars,  which  are  abstracted  from  a  Keport  on 
the  Forest  Condition  of  the  Kocky  Mountains  (Department  of  Agricult- 
ure, Forestry  Division,  Bulletin  l^o.  2),  by  Col.  E.  T.  Ensign,  forest 
commissioner  of  Colorado : 

Union  Pacific  Railway.— Baling  1886  there  were  used  iu  Idaho,  Montana,  Wyoming, 
and  Colorado,  686,827  ties  and  8,450,969  square  feet  of  dimension  timber. 

Denver  and  Bio  Grande  Bailway.— The  following  native  timber  was  used  in  Colorado 
and  New  Mexico  in  1886 :  60,000  broad-gauge  ties,  740,000  narrow-gauge  ties,  3,000,000 
feet,  B.  M.,  of  dimension  lumber.  The  approximate  amount  of  timber  required  for  an- 
nual renewals  and  repairs  was  1,023,376  ties,  and  5,625,000  feet,  B.  M.,  of  sawed  timber. 

Colorado  Midland  Bailway.— The  number  of  ties  for  the  construction  of  250  miles  of  " 
main  track  and  the  sidings,  was  estimated  at  900,000,  and  the  number  of  feet  of  tim- 
ber for  bridges  and  other  construction  work  at  between  6,000,000  and  7,000,000. 

Atlantic  and  Pacific  Bailway.— Dunng  1885  the  consumption  of  native  pine  was 
937,240  feet  in  New  Mexico,  and  2,028,959  feet,  B.  M.,  in  Arizona.  In  1886, 47,456  ties 
of  native  pine  and  298,755  feet  of  native  pine  dimension  lumber  were  used  in  New 
Mexico. 

Another  form  of  timber  destruction,  and  one  for  which  the  railways 
are  largely  responsible,  is  that  of  fires ;  on  many  lines  through  tracts 
of  timber  there  is  abundant  evidence  of  this  fact  in  strips  of  charred 
stumps  and  logs  along  the  track,  sometimes  spreading  off  Into  large 
patches.  The  spark  arresters  on  many  locomotives,  especially  on  lines 
of  minor  importance,  are  very  inefficient,  and  on  some  little  lines  in 
New  England  over  which  I  have  traveled,  the  wood-burning  engines, 
although  fitted  with  spark  arresters,  throw  out  continuous  showers  of 
sparks.  Some  interesting  notes  in  respect  to  forest  fires  may  be  gath- 
ered from  the  reviews  of  the  forestry  interest  in  each  State  and  Terri- 
tory—given in  the  annual  report  of  the  Division  of  Forestry  for  1887, 


73 

by  Mr.  B.  E.  Fernow,  Chief  of  the  Division,  which  report,  as  well  as 
other  publications  of  the  Division,  I  recommend  for  perusal  to  all  per- 
sons interested  in  this  important  question  of  our  timber  supplies.  In 
most  cases  there  are  laws  and  penalties  relating  to  starting  #res,  etc., 
but  the  laws  seem  generally  to  be  a  dead  letter ;  they  are  rarely  en- 
forced, and  consequently  little  heed  is  paid  to  them.  In  New  Jersey, 
the  loss  from  fires  for  the  last  fifteen  or  twenty  years  is  said  to  have 
averaged,  on  a  low  estimate,  $1,000,000  a  year,  an  amount  which  would 
nearly  pay  the  entire  taxes  of  the  State.  In  Maryland,  the  loss  by  fires, 
"  largely  from  locomotives,"  is  estimated  at  between  $30,000  and  $40,000 
a  year.  The  total  losses  by  fire  form  in  the  aggregate  an  enormous 
amount  of  timber,  representing  a  wicked  waste  of  material,  and  conse- 
quently of  money.  On  the  other  hand,  the  steps  taken  towards  plant- 
ing are  few  and  insignificant,  being  almost  invariably  on  a  very  small 
scale. 

Street  railways,  too,  consume  a  great  amount  of  timber,  and  it  is 
probable  that  the  ties,  from  their  being  covered  up  but  not  i)rotected 
from  moisture,  have  a  short  life  compared  with  that  of  ordinary  railway 
ties.  When  we  reach  that  station  of  progress  when  we  shall  begin  to 
follow  the  European  precedent  of  building  city  railways  of  iron  and 
concrete,  we  shall  materially  reduce  one  item  of  consumption  of  timber. 
But  proper  street  construction  must  come  before,  or  at  least  with,  proper 
street  railway  construction. 

In  conclusion,  the  close  relations  of  railways  to  the  timber  supply 
of  the  country  have,  I  think,  been  clearly  outlined  in  this  paper,  and 
I  sincerely  hope  that  at  no  distant  time  the  railways  will,  in  effect,  co- 
operate with  the  Government  in  the  conservation  and  protection  of  the 
timber  resources,  while  at  the  same  time  they  greatly  improve  the  effi- 
ciency and  value  of  their  own  works. 


II 


INDEX. 


PagA. 

Algeria,  use  of  metal  ties  in » 15 

America,  South,  use  of  metal  ties  in 17 

American  metal  ties 20 

Area,  forest,  of  the  United  States 69 

Argentine  Republic,  use  of  metal  ties  in -. ^ 17 

Ash,  experiments  in  seasoning 59 

Asia,  use  of  metal  ties  in - 15 

Australia,  use  of  metal  ties  in 16 

Austria,  use  of  metal  ties  in 13 

Belgium,  use  of  metal  ties  on  railroads  of 12 

*'  Berg-et-Marche  "  type  of  tie,  France 11 

*'  Bernard"  type  of  metal  ties,  Belgium, France 12,13 

Bogart,  John,  on  permanent  way  of  railways  in  Great  Britain 49 

''Bowl"  sleepers: 

Africa 14 

Japan 15 

Argentine  Republic 17, 21, 34 

Boyenval-Pousard  type  of  tie,  Algeria 15 

Cape  Colony,  use  of  metal  ties  in 14 

Channel  tie,  Pennsylvania  Railroad,  description  of 21 

Chestnut-oak,  qualities  of,  in  comparison  with  other  oaks 53 

Chestnut-oak  ties,  circular  in  regard  to  durability  of 52 

correspondence  in  regard  to 53 

Chili,  use  of  metal  ties  in 17 

China,  use  of  metal  ties  in 15 

"Coblyn"  type  of  ties, France, Netherlands 13 

Corgress  of  railroads  at  Brussels,  opinions  as  to  use  of  metal  ties 9, 35 

International,  Milan,  opinions  in  regard  to  metal  ties 9, 35 

Consumption  of  timber  by  railroads ^. 72 

"  Cosijns "  tie, Netherlands 25 

Cost,  comparative,  of  wood  and  metal  ties 9 

Cost  of  maintenance  with  wood  and  metal  ties 25,32 

Creosoting  railway  ties 49 

Cros>s-ties,  wooden,  specifications  for 55 

"Do  Bergue"  systenj  of  iron  plates,  Spain 14 

"Denham-Olpherts"  type  of  tie,  India ,.  15 

Denmark,  use  of  metal  ties  in 14 

Discussion  of  use  of  metal  ties  before  American  Society  of  Civil  Engineers 33 

Double-headed  rail,  English 6 

75 


i 


76 

Pftga 

Durability  of  ohestnat-oak  ties 32 

of  trees,  effect  on,  of  cutting  in  the  sap  (note) r>3 

"Durand"  railway  tie,  France,  description  of 22 

Economy  of  timber  supply,  how  promoted  by  railroads 69 

Egypt,  use  of  metal  ties  in 15 

Elastic  tie-plate,  Sweden 23 

Elm,  experiments  in  seasoning 59 

Engineers,  American  Society  of  Civil,  discussion  of  use  of  metal  tracks 33 

England,  preservation  of  railway  ties  in 47 

use  of  metal  ties  in 11 

English  system  of  track 8 

Expenses  of  maintaining  track  on  wooden  and  metal  ties 25, 32 

Experiments  in  wood-seasoning 57 

Femow,  B.  E.,  letter  of  submittal 5 

Notes  on  metal  ties 8,23 

"Durand"  metal  tie 22 

Forest  area  of  the  United  States 69 

Forest  fires,  connection  of  railroads  with 72 

France,  use  of  metal  ties  in 11 

Germany,  use  of  metal  ties  in 13 

Great  Northern  Kailway  (Ireland),  mode  used  by,  for  preserving  wooden  ties..  51 

"Hartford'^  tie 9 

description  of 20 

''Heindl"  system  of  track,  Austria 13 

**Hohenegger"  system  of  track,  Austria 13 

India,  use  of  metal  ties  in 15 

*'  International"  tie,  Boston  and  Maine,  and  Maine  Central  Railroads,  descrip- 
tion of 20 

Italy,  use  of  metal  ties  in 14 

Japan,  use  of  metal  ties  in 15 

Lancashire  and  Yorkshire  Railway,  mode  of  preserving  wooden  ties 50 

Lignum-vitsB  ties 23 

Maintenance  expenses  of  track  ou  woodeu  and  metal  ties 25, 32 

Metal  tie,  requisites  for  a  perfect 23 

considerations  in  favor  of 25 

notes 23 

Metal  ties,  use  of,  in  the  United  States 8 

some  American 20 

diiferent  systems  of 26 

resolutions  of  railroad  congress  at  Milan  in  regard  to  the  use  of 35 

Metal  track,  use  of,  for  railways  in  foreign  countries,  report  on 11 

first  suggestion  of 23 

discussion  of,  before  American  Society  of  Civil  Engineers 33 

patents  relating  to 3^ 

use  in  Europe 11 

Africa 14 

Asia 15 

Australia^ 16 

South  America 17 

Mexico 17 

Mexico,  use  of  metal  ties  in 17 

Netherlands  state  railways,  use  of  metal  ties  on 12 

diflferent  systems  used 26 

experiments  with 25,31 

New  South  Wales,  use  of  metal  ties  in 17 


77 

Page. 

Oak,  chestnut,  circulars  in  regard  to  ties  of 52 

quality,  compared  with  that  of  other  oaks 53 

correspondence  in  regard  to -. 53 

Oak  timber,  experiments  in  seasoning -^ 58 

Patents  relating  to  metal  railway  track,  list  of 36 

Paulet-Lavalette  tie,  France 11 

Pennsylvania  Railroad,  trial  of  steel  ties 8 

"Phillips"  type  of  metal  tie,  Australia 16 

Pine,  experiments  in  seasoning 59 

"Post "  metal  tie,  France,  Netherlands,  Belgium,  Germany,  Switzerland,  Asia.  12,25 

description  of 18 

advantages  of 19 

figures  of  various  types  of 27 

result  of  use  compared  with  that  of  oak  ties 29 

cost  of  maintenance 29,32 

**  Pots"  tried  by  New  York  Central  and  Hudson  River  Railroad 9 

Preservation  of  railway  ties  in  England 49 

Queensland,  use  of  metal  ties  in 16 

Rail,  double-headed,  English 8 

Railroad,  Pennsylvania,  trial  of  steel  ties  by 8 

Boston  and  Maine  ., 8 

New  York  Central 9 

Railroads,  international  congress  of,  at  Milan,  opinions  of,  in  regard  to  use  of 

wood  and  metal  ties 9, 35 

consumption  of  timber  by 72 

and  forest  fires 72 

Railway,  Lancashire  and  Yorkshire,  method  of  preserving  ties 50 

Great  Northern,  method  of  preserving  ties 51 

Railway  metal  track,  patents  relating  to 36 

Railway   ties,  treatment  of,  for  preservation,  in  England 49 

Railways,  relation  of  to  the  timber  resources  of  the  United  States 68 

how  economize  the  timber  supply , 69 

land  grant,  rights  and  privileges  of 69 

in  foreign  countries,  metal  track  for 11 

English,  permanent  way  of,  Bogart - 49 

Report  on  experiments  in  wood-seasoning 57 

Resources,  timber,  of  the  United  States,  relation  of  railways  to 68 

Russia,  use  of  metal  ties  in 14 

Sap,  remedy  for  evil  of  cutting  trees  in  the  (note) 53 

Seasoning,  wood,  effect  on,  of  cutting  in  the  sap  (note) 53 

experiments  in..... 57 

diagrams  illustrating 63 

Senegal,  use  of  metal  ties  in 15 

"Severac"  tie,  Belgium,  France 12 

in  Senegal,  Algeria 15 

South  America,  use  of  metal  ties  in 17 

South  Australia,  use  of  metal  ties  in 17 

Spain,  use  of  metal  ties  in 14 

Specifications  for  wooden  cross-ties 55 

English 49 

"Standard  "tie 9 

description  of 20 

Stimpson,  J.,  first  suggestion  of  metal  track 23 

Stone  ties,  Sweden 23 

Sweden,  use  of  metal  ties  in 14 


I 


78 

Page. 

Switzerland,  use  of  metal  ties  in 14 

"Taylor"  tie,  description  of 21 

Tie-plate,  elastic,  Sweden 23 

Ties: 

**  Berg-et-Marcbe,"  France 11 

**  Bernard,"  Belgium,  France 12, 13 

**Bowl"  sleepers,  Africa 14 

in  Japan 15 

in  Argentine  Republic 17 

on  New  York  Central  Railroad 21 

**  Boyenval-Pousard,"  Algeria 1^ 

Channel  tie,  Pennsylvania  Railroad 21 

*'Coblyn,"  France 13 

"Cosijns,"  Netherlands -* "• 25 

*'Da  Bergne,"  Spain 14 

"Denham-Olpherts,"  India 15 

"Daraud,"  France 22 

"Elastic  tie-plate,"  Sweden 23 

"Hartford" 9,20 

"  Hohenegger,"  Austria — 13 

"  International,"  Boston  and  Maine,  and  Maine  Central  Railroads 20 

"Phillips,"  Australia 16 

"Post" 11 

in  France,  Belgium,  Netherlands,  Germany,  Switzerland,  Asia 12,25 

"Pots"(»ee  "Bowl") 9 

"  Severac,"  Belgium,  France 12 

in  Senegal,  Algeria '-  15 

"Standard,"  United  States,  description  of 9,20 

"  Taylor,"  New  York  Central  Railroad 21 

"Toucey,"  New  York  Central  Railroad 21 

"Vautherin,"  France H 

in  Algeria 15 

"Webb,"  England H 

on  Pennsylvania  Railroad ^ 

Wrought-iron  plate 8 

in  Egypt - 15 

Timber,  amount  consumed  by  railroads 72 

resou  rces  of  the  United  States,  relation  of  railways  to 68 

"  Toucey  "  tie.  New  York  Central  Railroad,  description  of 21 

Track,  metal,  ior  railways H 

expense  of  maintaining  on  wooden  and  metal  ties 25 

patents  relating  to 36 

Track,  English  system  of  (note) 8 

Transmittal,  letter  of,  E.  E.  R.  Tratman 7 

Tratman,  E.  E.  R.,  report  on  use  of  metal  track  for  railroads  in  foreign  coun- 
tries   11 

discussion  on  use  of  metal  ties -*-  *    33 

list  of  patents  relating  to  metal  railway  track 36 

relation  of  railways  to  the  forest  resources  of  the  United 

States 68 

Treatment  of  railway  ties  in  England 49 

United  States,  forest  area  of 69 

use  of  metal  ties  in  ..\ ® 


79 

Page. 

"Vautherin"  tie,  France 11 

in  Algeria 15 

"Webb"  steel  tie,  England 11 

on  Pennsylvania  Railroad 8 

Whitewood,  experiments  in  seasoning 60 

Wood-seasoning,  report  of  experiments  in 57 

diagrams  illustrating 63 

general  conclusions  in  regard  to 60 

Wrought-iron  plate  ties 8 

inEgypt 15 


COLUMBIA  UNIVERSITY  LIBRARIES 

This  book  is  due  on  the  date  Indicated  below,  or  at  the 
expiration  of  a  definite  period  after  the  date  of  borrowing,  as 
provided  by  the  library  rules  or  by  special  arrangement  with 
the  librarian  in  charge. 


OATS  BOMROWCO 


MAft23l»S 


DATK  DUE 


DATC  •omiowio 


DATK  DUB 


cas(n4»)  tooM 


H5H  0/385 

APR  1 51934 


NEH 


0041406273 


I  I  ili(i".l'  1.   i.  if  I 


D630.62 


mmmmmjll^^^^^^  ^sSKW^m 


lesL 


_  Tra  tman ____„«-. 

Preliminary  report  on  the  use  of 
metal  track  on  railways 


^r^ 


Y^/    G^Olrt'-'i^ 


/3  >^/^ 


M/\R 


7I95C 


mi^^=^ 

'■»M||  jV 

;*T4,r^^,i' 

^: 

r     -^^M  '  '  MT 

'     ^h\\\\\\''< 

o^iimz> 

W^r^  ^^^H 

dlcr^ 

^msms^    ">fmtH 

W^t^  ...1^ 

^^^  "^ 

V^IIO 

•     J-                            J 

^fiM!!2S;i 

*>^' 

^^5? 

w^^i^. 

<  ^^MP 

)l@»^ 

'WlJj^i!' 

^mIHI^" 

"»l»||U^ 


jgnnniii 

'■•-'ImP 

B 

^r-*^  i  f  )  ""Vw 

t    'tiHfinvi 

^^m  ^"^     i^^^J^ 

IK^n^ 

Kfilir^^^ 

iflTT?Tffmi 

-  ''MM! f^ 

.   .'''iiniif'  " 

■''WlHIfl'' 

^  '  MTI5""' 

Sjgk 

m 

^     -  "'flln' 

'  ■  '■■(mil''' 

7^ 

^^ 

r  vik^' 

y,     '^iTiiin.' 

r^ 

^  > 

'     '  1 7^^^ 

i 

i 

Vtl^ 

il*>^ 

M(fl 

r.' 

%  t  1  ■ 

lii^^r 

k  .^^^^^^B 

^ 

''»HH»i' 

'  'iTm 

^      *'«l!,m»" 

fASH 

:    i 

P^    ^ 

1^ 

g 

•V 

^^ 

1 
i 

'tJIII 

MlifiH 


':-li>i 


'•'liinH' 


"H|iU«'   ' 


:   ''iiii 


'IHHJ*' 


•uiiiHt 


!^^^  > 


llfjl'l 


'•iilMii'' 


'llHMlj 


»||MIM' 


•lill^}' 


'Htiiir 


'     'MlllH' 


M}|||tt' 


'«n<M' 


/' 'MlllJfji! 


''  •'ihTTm'' 


iM\ 


'MMMH^' 


Mliurtlfi'' 


^;  "♦!mit»' 


"fiim' 


•^"fW^*':^ 


'MMIJ»' 


l'>.V 


'•    M,Ml'' 


'    '♦iiUM*' 


"l|II|!)l' 


,r«.\ 


END  OF 
TITLE 


